Search

Electric scooters (e-scooters) are becoming increasingly popular amongst the public. Oxfordshire is included as part of the government led e-scooter trial. This study was designed to evaluate maxillofacial injuries occurring following e-scooter accidents. A single-centre retrospective study was conducted from October 2022 to September 2023 reviewing all e-scooter-related maxillofacial injuries which presented to the John Radcliffe Hospital in Oxford. During the study period, forty-nine patients (mean [range] age 28 [13-48] years; 32 [65.3%] male) suffered maxillofacial injuries from riding an e-scooter. Twenty patients (40.8%) were under the influence of alcohol and no individual was recorded to have worn a helmet at the time the injury occurred. Ten patients (20.4%) suffered a facial fracture (two mandibular fractures, three zygomatic-orbital fractures, one nasal fracture, and four patients with multiple fractures involving the sphenoid, zygomatic-orbital, and maxillary sinus). Four (40%) of these facial fractures required surgical management. This included one patient with an orbital floor fracture and an associated inferior rectus entrapment, which is a surgical emergency. Thirty-three patients (67.3%) sustained facial lacerations and nine patients (18.4%) sustained dental trauma. Maxillofacial injuries occurring from e-scooter injuries are significant and pose a notable risk to safety. Our study highlights poor compliance and emphasises the need to improve safety through public education, focussing on sobriety. Considerations should be given to speed limitations, safety clothing, e-scooter training, and whether helmets should be mandatory. The Oxfordshire trial is due to end in May 2026 and our results can inform and influence future legislation. [ABSTRACT FROM AUTHOR]

(1) Introduction: Since electric scooters were launched in 2017, they have become increasingly popular worldwide and a cause of childhood trauma. (2) Case reports: This paper has a double-fold purpose: it reports two cases of epidural hematomas and compares them with electric scooter-related head trauma in the literature. An overview of the literature on this topic was performed to make such a comparison. Our cases are one of almost 52 cm3 and one of 129 cm3, both in two eight-year-olds. (3) Discussion: Although usually mild, traumatic brain injuries following e-scooter falls can also be moderate and severe. Reduced helmet use, high speed, and a lack of experience are the perfect set-up for potential severe injuries. Intracranial bleeds are not frequent, and epidural hematomas are rare in such cases, but they can significantly impact the individual, community, and healthcare system. No other medium- or large-sized epidural hematomas were reported in children sustaining electric scooter-related head trauma. (4) Conclusions: Our review parallels the literature and our hospital's experience. Although there are both similarities and discrepancies between our cases and the literature, mild trauma should not be disregarded, for it may hide serious complications requiring immediate surgery. [ABSTRACT FROM AUTHOR]

E-scooter services have multiplied worldwide as a form of urban transport. Their use has grown so quickly that policymakers and researchers still need to understand their interrelation with other transport modes. At present, e-scooter services are primarily seen as a first-and-last-mile solution for public transport. However, we demonstrate that 50 % of e-scooter trips are either substituting it or covering areas with little public transportation infrastructure. To this end, we have developed a novel data-driven methodology that autonomously classifies e-scooter trips according to their relation to public transit. Instead of predefined design criteria, the blind nature of our approach extracts the city's intrinsic parameters from real data. We applied this methodology to Rome (Italy), and our findings reveal that e-scooters provide specific mobility solutions in areas with particular needs. Thus, we believe that the proposed methodology will contribute to the understanding of e-scooter services as part of shared urban mobility. [ABSTRACT FROM AUTHOR]

Electric micromobility vehicles are becoming increasingly popular in urban transport because they can reduce the high dependency on cars as a means of passenger transport, which contributes to increased levels of air pollution and congestion in many cities and on major transport routes. While e-mobility alternatives reduce negative environmental impacts, some studies have shown that this depends on the mode of transport that users choose to change. While these sustainable means of transport have clear benefits, most European countries are still struggling to integrate electric scooters into the transport ecosystem. Given the difficulties with integration mentioned above, our exploratory research aimed to find out whether and to what extent there is a significant correlation between the place of living and the use of electric scooters. We also investigated whether the use of electric scooters is affected by the availability of other micromobility devices in the area. The results demonstrate that neither the location of living space nor the availability of other mobility devices significantly influences user decisions to use electric scooters. [ABSTRACT FROM AUTHOR]

(1) Introduction: Since electric scooters were launched in 2017, they have become increasingly popular worldwide and a cause of childhood trauma. (2) Case reports: This paper has a double-fold purpose: it reports two cases of epidural hematomas and compares them with electric scooter-related head trauma in the literature. An overview of the literature on this topic was performed to make such a comparison. Our cases are one of almost 52 cm3 and one of 129 cm3, both in two eight-year-olds. (3) Discussion: Although usually mild, traumatic brain injuries following e-scooter falls can also be moderate and severe. Reduced helmet use, high speed, and a lack of experience are the perfect set-up for potential severe injuries. Intracranial bleeds are not frequent, and epidural hematomas are rare in such cases, but they can significantly impact the individual, community, and healthcare system. No other medium- or large-sized epidural hematomas were reported in children sustaining electric scooter-related head trauma. (4) Conclusions: Our review parallels the literature and our hospital’s experience. Although there are both similarities and discrepancies between our cases and the literature, mild trauma should not be disregarded, for it may hide serious complications requiring immediate surgery.

The increasing variety of vehicles used by the general population for travelling on public roads and territories makes it necessary to individualize and standardize a number of organizational and technical aspects of their operation. In particular, regulations on the use of personal mobility equipment, which is in high demand, especially among young people, require special attention. Every year, with the advent of spring and summer period the number of road accidents committed by persons driving these types of vehicles increases. The purpose of the article is to consider territorial and temporal, subjective and other elements of the criminalistic characteristics of crimes in which personal mobility equipment as a source of increased danger acted as instruments of unlawful activity. The study applies the universal dialectical method, as well as methods of situational and system-structural analysis, when examining the forensic practice of the crimes in question. As a result, the article highlights the correlations between several elements of the criminalistic characteristic of crimes committed using personal mobility equipment. The study of the information and analytical data of the traffic police of the Ministry of Internal Affairs of Russia, as well as information provided by sharing companies, leads t o the conclusion on the ag e and territorial and temporal circumstances of the mechanism of traffic accidents committed using personal mobilit y equipment .

Merry ZC Ruan,1,2 Elana Meer,1,2 Gurbani Kaur,2 Nikan K Namiri,2 Davin C Ashraf,3 Bryan J Winn,1,4 Robert Kersten,1,4 M Reza Vagefi,1,4 Seanna Grob1,4 1Department of Ophthalmology, University of California, San Francisco, San Francisco, CA, USA; 2Department of Medicine, University of California, San Francisco, San Francisco, CA, USA; 3Division of Oculofacial Plastic and Orbital Surgery, Department of Ophthalmology, Oregon Health & Sciences University, Portland, OR, USA; 4Division of Oculofacial Plastic and Orbital Surgery, Department of Ophthalmology, University of California, San Francisco, San Francisco, CA, USACorrespondence: Seanna Grob, Department of Ophthalmology, Academic Director, Oculofacial Plastic and Orbital Surgery, University of California, San Francisco, San Francisco, CA, USA, Tel +1 858-349-1813, Fax +1 415-476-0336, Email seanna.grob@ucsf.eduIntroduction: To evaluate eye and orbital injuries in non-powered scooter, electric-scooter (e-scooter), and hoverboard riders in the United States (US) between 2014 and 2019.Methods: The National Electronic Injury Surveillance System (NEISS) was queried for head and neck injuries by body part codes related to non-powered scooters and powered scooters/hoverboards from 2014 to 2019. The NEISS complex sampling design was used to obtain US population projections of injuries and hospital admissions. Keywords were queried in case narratives to analyze trends in location, type, and mechanism of eye and orbit injuries.Results: Since their introduction, a 586% (p=0.01) increase in e-scooter injuries and 866% (p< 0.001) increase in hoverboard injuries were observed with an increase in hospital admissions seen in young adults (18– 34) in urban areas (e-scooter: 5980% and hoverboard: 479%). Descriptive narratives of the trauma noted eye injuries in 242 unweighted NEISS cases with only 30 cases appropriately documented under body part code 77: eyeball. Eye injuries increased 96.9% during the study period (p=0.23). Specifically, the most common ophthalmic injuries reported included eyebrow (40.9%) and eyelid (11.3%) lacerations, periorbital contusions (18.7%), orbit fractures (6.6%), and corneal abrasions (5.1%).Conclusion: There was a significant increase in both head and neck injury cases and hospital admissions related to e-scooters. Eye and orbit injuries similarly increased but were underreported by body part code compared to injury narratives. Orbital fractures were reported more frequently in injuries from e-scooters than non-powered scooters.Plain language summary: From 2014 to 2019, there were significant increases in both head and neck injuries and hospital admissions related to e-scooters, with eye and orbital injuries similarly increased but underreported by body part code compared to the injury narratives.Keywords: scooter, e-scooter, electric scooter, hoverboard, eye trauma, orbital fracture, orbit

Introduction Bicycles and electric scooters (e-scooters) are convenient and accessible means of transportation. Participant safety is contingent on available infrastructure and safe riding practices including not riding while intoxicated. Understanding national prevalence and injury characteristics of bicycle and e-scooter riders who ride while intoxicated may promote awareness campaigns for safe riding practices and decrease morbidity. Methods The National Electronic Injury Surveillance System (NEISS) provides national estimates of injuries that present to emergency departments across the United States. We obtained case information on admitting status, body part injured, diagnosis of injury, age, sex, alcohol usage, and drug usage. We then queried NEISS for injuries related to bicycles and e-scooters in 2019. Results A weighted total of 270,571 (95% confidence interval (CI): 204,517–336,625) bicycle injuries occurred in the United States during 2019; alcohol and drug use were associated with 7% (95% CI: 6–9) and 2% (95% CI: 2–3) of all injuries, respectively. Twenty-four percent (CI: 18--31) of alcohol- and 29% (95% CI: 20–41) of drug-related bicycle injuries resulted in hospital admissions, compared to 15% (95% CI: 12–17) of non–alcohol- and 15% (95% CI: 13–18) of non–drug-related injuries ( p < .001 and p = .002, respectively). A total of 28,702 (95% CI: 13,975–43,428) e-scooter injuries occurred in 2019; alcohol and drug use were associated with 8% (95% CI: 5–12) and 1% (95% CI: 1–2) of injuries, respectively. Sixty percent (95% CI: 47–72) of alcohol-related e-scooter injuries resulted in head trauma, compared to 28% (95% CI: 24–32) of non–alcohol-related injuries ( p < .001). Conclusions Intoxication is associated with increasingly severe injuries, hospital admissions, and head trauma in bicycle and e-scooter riders. The findings support awareness campaigns to educate riders about risky practices, improve non-auto infrastructure, and promote helmet usage.

Today, fossil fuels used in urban transportation vehicles have great harm to the environment. In order to minimize these damages, the demand for transportation vehicles that use renewable energy sources is increasing day by day. Their high energy efficiency, zero emission values, not causing traffic congestion, saving time, no parking problems and being affordable have made the use of electric scooters (e-scooter) more advantageous than other means of transportation. Studies carried out to increase the performance of e-scooters, which have become popular in modern city life, are of great importance. With this study, we aimed to eliminate the problems encountered in electric scooters, such as short charging life of the battery, long charging times and most importantly, short driving range. For this purpose, a scooter simulation model was proposed in which a fuel cell, the energy source of the future, is used instead of a battery in an electric scooter. In addition, it is powered from the battery to be able to compare the results obtained and a scooter model with regenerative recovery was also realized. The dynamic behaviors of both models presented are compared for the first time according to long-term driving cycle conditions, and it is aimed to provide motivation to the researchers for future studies on this subject. In order to make the driving conditions more realistic in the simulation were chosen from the most popular inner city driving cycles, the European Economic Commission-15 (ECE 15), the Worldwide Harmonized Motorcycle Emissions Certification Procedure (WMTC) and the Assessment and Reliability of Transport Emission Models and Inventory Systems (ARTEMIS) Urban driving cycles. During these driving cycles, the performance of the scooter models was compared and the results were evaluated. From the results obtained from three different driving cycles, it is seen that a scooter designed using a fuel cell can provide over 120% increase in range compared to a battery scooter. [Display omitted] • PEMFC use is recommended in e-scooters. • The system has been tested for different cycles in e-scooter model. • The obtained results are given graphically. • Results show the advantages of the model. [ABSTRACT FROM AUTHOR]

The study focuses on the prevalence of electric scooter (e-scooter) use, the modes of travel replaced, and attitudes towards the regulation of scooter use. Alternative means of transport (e.g. electric bicycles, e-scooters or segways) offer urban transport users a more comfortable and faster ride, while reducing congestion, air pollution and noise. However, urban space is not yet suitable to accommodate these vehicles, which often use infrastructure built for pedestrians and are not clearly regulated. The authors therefore sought to answer the following questions: whether place of residence influences the perceptions of Hungarian scooterists about the current regulation, and what suggestions they would make to help the integration of the new technology. They also asked how place of residence influences the frequency of use of electric scooters and what type of transport mode users substitute with electric scooters. Indeed, an e-scooter can only be considered a sustainable alternative if it replaces a vehicle with higher emissions than a scooter. The authors sought to answer these questions by surveying 292 Hungarian scooter users online between March and April 2023 and analysing the responses using descriptive statistical methods. The study finds that the frequency and purpose of scooter use is not influenced by place of residence, and that respondents, regardless of their place of residence, believe that the current regulation is inadequate, while the importance of factors that promote inclusion varies across groups. [ABSTRACT FROM AUTHOR]

Background: The proliferation of electric scooters globally has been associated with an increase in related injuries and consequent economic burden. This study aims to assess the injury patterns and the economic impact associated with electric scooter use in Melbourne, Australia. Methods: A retrospective cohort study was conducted using hospital and registry data from January 2022 to January 2023. Data collected included demographic details, alcohol and helmet use, injury type and severity, operative treatment provided, and direct medical costs. The economic impact (in AUD) of the patient's emergency presentation and hospital admission was calculated. Results: During the study period, 256 electric scooter related injuries were recorded, comprising 247 riders and nine pedestrians. The majority of patients were males (69%) with a median age of 29.5 (15–78). Alcohol use was reported by 34% and helmet use by 33%. Injuries most commonly affected the upper limb (53%) and head (50%), with abrasions (75%) and fractures (48%) being the most common type of injury sustained. The total hospital cost was $1 911 062, and the median cost was $1321.66 per patient (IQR: $479.37–$5096.65). Conclusion: Electric scooter usage, as observed through patient presentations to the Royal Melbourne Hospital, is associated with a considerable number of injuries, primarily among young males, and an ensuing substantial economic burden. The findings underscore the urgent need for improved safety measures to minimize electric scooter‐related injuries and their clinical and economic repercussions. [ABSTRACT FROM AUTHOR]

Copyright of Marketing & Menedzsment is the property of University of Pecs and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Background and Objectives: In recent years, electronic scooters (e-scooters) have gained popularity, whether for private use or as a publicly available transportation method. With the introduction of these vehicles, reports of e-scooter-related accidents have surged, sparking public debate and concern. The aim of this study was to analyze the epidemiological data, characteristics, and severity of traumatic brain injury (TBI) related to e-scooter accidents. Materials and Methods: This retrospective case series evaluated patients who were admitted to the three largest neurosurgery clinics in Riga, Latvia, from the time period of April to October in two separate years—2022 and 2023—after e-scooter-related accidents. The data were collected on patient demographics, the time of the accident, alcohol consumption, helmet use, the type of TBI, other related injuries, and the treatment and assessment at discharge. Results: A total of 28 patients were admitted with TBI related to e-scooter use, with a median age of 30 years (Q1–Q3, 20.25–37.25), four individuals under the age of 18, and the majority (64%) being male. In 23 cases, the injury mechanism was falling, in 5 cases, collision. None were wearing a helmet at the time of the injury. Alcohol intoxication was evident in over half of the patients (51.5%), with severe intoxication (>1.2 g/L) in 75% of cases among them. Neurological symptoms upon admission were noted in 50% of cases. All patients had intracranial trauma: 50% had brain contusions, 43% traumatic subdural hematoma, and almost 30% epidural hematoma. Craniofacial fractures were evident in 71% of cases, and there were fractures in other parts of body in three patients. Six patients required emergency neurosurgical intervention. Neurological complications were noted in two patients; one patient died. Conclusions: e-scooter-related accidents result in a significant number of brain and other associated injuries, with notable frequency linked to alcohol influence and a lack of helmet use. Prevention campaigns to raise the awareness of potential risks and the implementation of more strict regulations should be conducted. [ABSTRACT FROM AUTHOR]

Objectives To investigate electric scooter (e-scooter)-associated radiological injury incidence and distribution of injuries. Methods Retrospective cross-sectional study of radiological examinations related to e-scooter injuries at a major trauma centre in a small university city. The hospital radiology information system was searched for terms related to e-scooters between January 1, 2015, and October 31, 2022. E-scooter use was confirmed by review of the patients' electronic medical records. Specific injuries were divided based on site of injury using the Injury Severity Scale categorized groups. Results A total of 568 radiological studies related to e-scooter injuries were identified on 340 distinct patients (56% male, with an average age of 28 years). Peak incidence of e-scooter-related injuries was seen in the summer months, after a local scooter sharing system was introduced in October 2020. A total of 149 patients had radiologically diagnosed injuries, with extremity injuries being most frequent (80%). Facial (8%), head/neck (8%), and thorax/abdomen (4%) were less common. Radial head fractures were the most common injury (n  = 27). Thirteen patients had multiple sites of injury, four of which had both upper limb and facial bone fractures described. Conclusions We report a significant increase in radiological investigations and injuries in the context of e-scooter injuries, particularly since the introduction of an e-scooter sharing scheme. This study informs radiologists on common locations of injuries when reporting studies of patients that have had e-scooter-related injuries. Advances in knowledge This is the first UK-based study providing a comprehensive radiological perspective of the impact of e-scooter use and associated distribution of injuries, adding important data for many cities that are currently undertaking review of their e-scooter sharing schemes. [ABSTRACT FROM AUTHOR]

In this article, the authors consider issues related to the efficiency of the use of electric transport in cities. Currently, environmentally friendly modes of transport, including means of individual mobility, are becoming increasingly relevant. To determine the prospects for the development of electric transport in cities, it is necessary to evaluate the performance indicators of its work. Based on the experience of using electric transport, it can be concluded that the development of this type of transport in the cities of our country is a promising direction. The purpose: the purpose of this study is the efficiency of the use of electric transport in cities. Within the framework of achieving the set goal, it is necessary to solve the following tasks: analysis of the characteristics and effectiveness of various types of electric transport; analysis of the experience of using electric transport in urban conditions. Method or methodology of the work: when conducting research, the authors used such research methods as analysis, practical modeling. Results: to date, the following results have been achieved: comparative costs of electric transport and other types of urban transport have been analyzed. The international experience of using electric transport is analyzed. The technical characteristics of vehicles, the consumption of electrical energy, the possibility of charging and operation in urban conditions are considered. Scope of application of the results: research activity on the development of new approaches in the field of organization of transportation on vehicles with alternative energy sources.

Since the introduction of electric-scooter (e-scooter) mobile applications, there has been a marked increase in e-scooter-related injury. On January 19, 2022, the City of Miami revoked permits to five major mobile applications for violation of safety protocols. The purpose of our study was to assess the effects of this notice on the orthopedic patients seen at our corresponding Level I trauma center. Institutional Review Board approval was obtained for this study. A retrospective chart review was performed including all patients with orthopedic injuries at our Level I trauma center between July 19, 2021 and July 19, 2022. These dates include 6 months prior to and after the major e-scooter operators ceased use in Miami. SPSS statistical software version 28.0.0 (SPSS, IBM, Armonk, NY) was utilized for all statistical analysis. There were 2558 patients in the prenotice cohort, and 2492 patients in the postnotice cohort. After the notice, there was a significant decrease in the number of patients that presented to our institution due to injuries caused by e-scooters (2.8% vs. 1.8% patients; p = 0.021). Patients with injuries caused by e-scooters had a significantly lower age (38 vs. 42, respectively; p = 0.034) and were more likely to be male (79.3% vs. 67.4% male, respectively; p = 0.007) than patients with other orthopedic injuries. This study demonstrates that the 2022 notice revoking the major mobile application operators from the City of Miami resulted in a significant decrease in the number of orthopedic cases due to e-scooter-related injury at the corresponding Level I trauma center. [ABSTRACT FROM AUTHOR]

Background/Aim: The emergence of shared stand‐up electric scooters has led to an increase in their usage and, subsequently, an increase in the incidence of maxillofacial trauma. This study aimed to investigate the trauma pattern associated with the use of stand‐up electric scooters compared with that related to the use of bicycles, which was a popular mode of personal mobility before the emergence of stand‐up electric scooters. Materials and Methods: This study investigated the medical records of patients who visited Wonju Christian Hospital for maxillofacial trauma due to the use of stand‐up electric scooter and bicycles between November 1, 2017 and October 31, 2022. Maxillofacial trauma was analyzed based on medical records, including those in the evaluation results of teeth, maxillofacial bones, and soft tissues. Results: Crown fractures and tooth avulsions were observed more frequently with the use of stand‐up electric scooters than with the use of bicycles. In contrast, crown‐root fractures, tooth subluxation, and extrusive luxation were more commonly observed in bicycle riders. Additionally, the proportion of root fractures was similar between the two groups. However, no vertical root fractures were observed in patients who rode bicycles. The maxillofacial bone fracture rates between the two groups were similar, although the fracture patterns were different. Conclusion: The number of patients using stand‐up electric scooters is increasing, and they are likely to have a worse prognosis compared with those using existing personal mobility devices. [ABSTRACT FROM AUTHOR]

The nationwide extension of the electric scooter (e-scooter) scheme, which began in 2020, aimed to alleviate public transport congestion, to reduce pollution and peak-time road traffic. This retrospective study evaluates the range of e-scooter-related maxillofacial trauma before the recent scheme extension and compares the findings with existing literature on this topic. The Queen Elizabeth Hospital Birmingham, United Kingdom (UK) operates as a Level 1 Regional Major Trauma Centre and serves a population of four million. All patient records between September 2021 to September 2022 were analysed to establish the types of e-scooter-related maxillofacial trauma sustained. A Pearson's chi-squared test was used to assess for significant associations between variables recorded. Falls accounted for the majority of injuries (44.3%), and soft tissue lacerations were the most common maxillofacial injury (38%). Statistically significant results were measured in the following variables: gender and intoxication status (p = 0.007), helmet status and injuries sustained in maxillofacial and non-maxillofacial regions (p = 0.043), mechanism of injury and injuries sustained in both the maxillofacial and non-maxillofacial regions (p = 0.045). E-scooters are an emerging concern within the UK. Further studies across the UK are required to assess the frequency of e-scooter-related injuries. Such data may prove useful in determining the government's decision on e-scooter use on UK roads. [ABSTRACT FROM AUTHOR]

Means of transportation are a large part of our daily life. Along with the development of technology, we encounter different types of vehicles, but we also encounter different problems. For electric scooters, which are one of the new types of vehicles that are seen to be used in vehicle traffic, it seems that there are question marks among the public about the use of vehicles and the rules. It is seen that the legal regulations and rules in this field are not sufficiently standardized in Türkiye yet. Among these question marks, safety, comfort, and vehicle characteristics draw attention to which roads electric scooters should choose during their use. In the research, various applications and examinations were made on the parameters of the slope, road class, length of the road, and land cover, among the parameters considered in the optimal road preferences for electric scooters, where there is a starting point and an ending point. For the research, Dijkstra's Algorithm, QGIS GIS software, python programming language, and various modules were used to use the shortest path problem, cost calculations, and various data processing methods. These applications were compared within the Work titles and the effects of different parameters on the optimal route preferences were compared and discussed. The results of the research were discussed in terms of relevance, and it was determined what improvements could be added and what effects it could have on other research that could be done on this subject. As a result, it has been seen that the parameters in the research directly affect the results in the applications in different works, bringing diversity, and the expected results achieved. It has been determined that the addition of additional parameters such as the maximum distance or time that can be traveled for vehicles such as electric scooters, and the use of more sensitive and various sources will further develop this research and its importance in this type of research. [ABSTRACT FROM AUTHOR]

The transport sector is one of the main contributors to greenhouse gas emissions and it is essential to find sustainable alternatives. Electric scooters can help reduce greenhouse gas emissions by replacing more polluting modes of transport such as cars. However, existing studies do not always corroborate this positive environmental impact, and it is necessary to understand which factors influence it and which stages of life are of most concern. Therefore, the main objectives of this study are to present an overview of the environmental impact of electric scooters and the methodological approaches used to assess it, as well as to analyse the main factors that condition it and propose measures to improve the environmental sustainability of this type of micromobility. To this end, a review of the scientific literature was carried out, from which it was possible to conclude that life cycle analysis was the most used method and that of the 25 studies selected, 72% were in European cities and 68% on shared electric scooters. From the study it was also possible to conclude that the production phase and the charging and rebalancing phase, in the case of shared ones, are the phases that most influence the environmental impact. Thus, producing electric scooters in an environmentally friendly way, extending their useful life, and in the case of shared scooters, collecting and charging efficiently, are the most effective means to reduce environmental impact. [ABSTRACT FROM AUTHOR]

Background/Aim: Owing to the nearly three‐year‐long COVID‐19 pandemic, small personal transportation devices that allow for greater freedom of movement within the cities have gained attention. Therefore, the number of people using kick or electric scooters has increased. This study aimed to compare the characteristics of kick and electric scooter‐related dental and maxillofacial trauma and provide helpful information for preventing scooter accidents, appropriate treatment of patients with scooter‐related trauma, and policy establishment. Materials and Methods: This retrospective observational study analysed the medical records of 310 patients who visited the emergency room of Ajou University Dental Hospital for kick and electric scooter‐related oral and maxillofacial injuries between 1 January 2017 and 31 December 2022. Sex, age, scooter type, time, and mechanism of the accident, helmet use, alcohol consumption, dental and maxillofacial injury types, and treatment were analysed. Results: The average age in the kick‐scooter group (5.71 ± 4.25) was lower than that in the electric‐scooter group (28.24 ± 10.02) (p <.0001). There were more males in both groups. The helmet usage rates of the two groups were 2.80% and 7.88%, respectively. In the kick‐scooter group, periodontal damage was more common than pulp injury, while in the electric‐scooter group, pulp injury was more common than periodontal injury. There was no significant difference in soft‐tissue damage between the two groups; however, bone fractures occurred significantly more frequently in the electric‐scooter group (p <.0001). Conclusions: Electric scooters cause more crown and bone fractures than kick scooters and require more active treatment of dental and maxillofacial injuries. Riders should use protective equipment to prevent dental and maxillofacial injury. Although there are regulations related to scooters, the effectiveness of both kick‐ and electric‐scooter related laws needs to be evaluated. [ABSTRACT FROM AUTHOR]

Purpose: This study aimed to give a full spectrum of orthopedic injuries associated with electric scooter (e-scooter) use and analyze related factors, report on follow-up data from the patient's perspective and make a comparative etiological analysis of young adult hip fractures. Methods: A total of 851 consecutive patients were admitted to the Emergency Department following e-scooter injuries between January 2021 and July 2022, of whom 188 had 214 orthopedic injuries. The demographics, injury, and incident characteristics of these patients were collected. All fractures were classified as per the AO/OTA classification. Two groups were created as operatively or conservatively treated patients and data were comparatively analyzed. Follow-up examination incorporated a survey using binary questions on patients' perspectives. An etiological comparative analysis of hip fractures in young adults admitted to the same center between 2016 and 2022 was conducted. Results: The median patient age was 25. Inexperienced drivers constituted 32% of the injured. The protective gear use rate was at 3%. Higher speed (p = 0.014) and age (p = 0.011) were significantly associated with operative treatment. A total of 39% of the operated patients could not return to preinjury physical function, while 74% regretted using an e-scooter. The most common etiological factor for traumatic young hip fractures was fall from a height between 2016 and 2020, whereas it became e-scooter accidents in 2021–2022. Conclusion: The rate of e-scooter-related operative treatment is high and leaves the patient in regret (84%) and a physically limited condition (39%). A speed limit of ≤ 15 km/h could decrease the rate of operative injuries. The e-scooter was identified as the top etiological factor in the last 2 years for traumatic young hip fractures. Level of evidence: II, Diagnostic cohort study. [ABSTRACT FROM AUTHOR]

The article examines the increasingly prevalent and popular issue of electric scooters, classified as micromobility, participating in traffic in various cities worldwide and in Lithuania. The aim of the research is to present and analyze the experiences of Lithuania and foreign countries in developing infrastructure and legal frameworks for safer electric scooter traffic. It analyzes their benefits, legal regulations governing their use, and the adaptation of infrastructure for electric scooter traffic. Statistics from four years of traffic accidents involving scooters are provided, their primary locations and causes are analyzed, and conclusions and recommendations for improving electric scooter traffic safety are presented. The analysis shows that in Lithuania, the number of traffic accidents with scooters and the number of casualties in them increase annually, while the legal regulation and adaptation of infrastructure for electric scooter traffic vary among different countries. Article in Lithuanian. Elektrinių paspirtukų saugaus eismo problemos Lietuvoje Santrauka Straipsnyje nagrinėjama vis labiau įvairiuose pasaulio ir Lietuvos miestuose plintančios ir populiarios mikromobilumui priskiriamos transporto priemonės – elektrinių paspirtukų dalyvavimo eisme problema. Tyrimų tikslas yra pateikti ir išanalizuoti Lietuvos bei užsienio šalių patirtį, kuriant infrastruktūrą bei teisinę bazę saugesniam elektrinių paspirtukų eismui. Analizuojama jų nauda, teisinis naudojimo reglamentavimas, infrastruktūros pritaikymas elektrinių paspirtukų eismui. Pateikiama ketverių metų eismo įvykių su paspirtukais statistika, analizuojamos jų pagrindinės vietos bei priežastys, pateikiamos išvados ir rekomendacijos elektrinių paspirtukų eismo saugumui gerinti. Atlikta analizė rodo, kad Lietuvoje eismo įvykių su paspirtukais ir nukentėjusiųjų juose skaičius kasmet didėja, teisinis reglamentavimas bei infrastruktūros pritaikymas elektrinių paspirtukų eismui atskirose šalyse yra skirtingas. Reikšminiai žodžiai: elektrinis paspirtukas, mikromobilumas, eismo saugumas, infrastruktūra eismo dalyviams.

Purpose: Electric scooters (e-scooters) have become an increasingly popular mode of public transportation in recent years. As the incidence of related injuries rises, it is important to understand specific fracture patterns unique to e-scooters and electric bikes (e-bikes) to help guide management. The purpose of this study was to review the prevalence and describe specific fracture patterns of e-scooter and e-bike related injuries at the busiest level 1 trauma center in the borough of Manhattan. Methods: Chart review to determine mechanism of injury was performed on all patients for whom an orthopedic consult was requested from 1/1/2021 to 12/31/2021. All patients whose injuries were sustained due to an e-scooter or e-bike were further reviewed for demographics, injury characteristics including fracture pattern, and definitive injury management. Any patients who had an orthopedic consult placed for a reason other than an acute injury were excluded. Descriptive statistics are reported as frequency (percentage) for categorical variables and means for continuous variables. Results: Of the 1815 orthopedic consults requested, 1357 (74.8%) were for acute injury management. Of those with acute injuries, 119 (8.8%) sustained 136 e-scooter or e-bike related injuries. There were 92 (77.3%) males at an average age of (33.8 ± 15.7) years. Approximately one-fifth of all patients presented in June 2021 (26, 21.8%). There was a 9.2% rate of open fractures. The 136 injuries were evenly split between the upper and lower extremities, with 57 (47.9%) upper extremity, 57 (47.9%) lower extremity injuries, and 5 (4.2%) concomitant upper and lower extremity injuries. The most common fracture patterns were ankle fractures (16, 11.7%), followed by tibial shaft (14, 10.2%), tibial plateau (13, 9.5%), and radial head fractures (11, 8.0%). There was a 33.3% incidence of associated posterior malleolar fractures in the spiral tibial shaft fractures, 31.0% of posterior malleolar involvement and 18.8% of isolated vertical medial malleolar fractures in the ankle fractures, and 61.5% of posterior comminution in the tibial plateau fractures. Conclusion: E-scooter and e-bike related injuries have a high incidence of tibial shaft fractures, ankle fractures, tibial plateau fractures, and radial head fractures. There should be a high index of suspicion for posterior and medial involvement in lower extremity fractures sustained due to e-scooter or e-bikes. Identifying specific fracture patterns seen in e-scooter and e-bike related mechanisms will help guide management of these injuries.

Abstract Introduction E-scooters have become increasingly popular in Turkey due to easy accessibility. In parallel with this, the number of e-scooter-related injuries has increased gradually. The aim of this study was to determine the types of e-scooter-related orthopedic injuries, to evaluate hospitalization and surgical treatments, and to investigate the loss of work of patients and the burden incurred by the healthcare system. Materials and methods This retrospective multicentre study included all orthopaedic referrals, who were admitted to two major trauma departments in Diyarbakır from January 2022 to July 2022. Patient data were analyzed, including demographic characteristics, injury pattern, types of injury and subsequent treatment. Results In a total of 62 patients, 105 orthopaedic injuries were identified, comprising 72.5% males and 27.5% females, with a median age of 34.21 years. Fifty-six (90.3%) patients were riders, and six were pedestrians. All associated e-scooters were rented. There were 44 fractures (41.9% of the total recorded injuries) including 8 (12.9%) open fractures. Surgery was required by 32 patients (51.6%) and 35 (56.4%) required hospital admission leading to hospitalization of 3.7 days on average. The average job loss of working patients after injury was determined as 2.4 months. Helmet use was detected in 6.4% of the e-scooter users, but no other protective equipment was detected in any of the patients. Furthermore, 19,3% of the patients had a blood alcohol level of > 10 mg/dl. Conclusions The injuries that may result from an e-scooter accident can have long-term hospitalization and long-term job loss in the community. This imposes a significant financial burden on the national healthcare system and adversely affects public health. There is a need for precautions to be implemented such as infrastructure organisation, increased awareness of motor vehicle riders and e-scooter riders, and increased enforcement of rule compliance including not using e scooters after alcohol consumption and the use of protective equipment.

Electric scooters are quickly becoming a popular form of mobility in many cities around the world, which has led to a surge in safety incidents. Moreover, electric scooters are not equipped with safety devices for riders, which can lead to serious accidents. In this study, a footrest, data-collection module, and accelerometer module for electric scooters were developed to prevent various accidents caused by the rapid increase in the use of electric scooters. In the experiment, the boarding data of the electric-scooter riders were collected from the footrest and data-collection module. Moreover, the driving data of the electric scooters for different road types were collected with the accelerometer module. We then trained two artificial intelligence (AI) models based on convolutional neural networks (CNNs) for different types of data. When we considered the learning accuracy and mean square error (MSE), which are performance indicators of the ability of the trained AI models to discriminate data, for each AI model, the learning accuracy converged to 100% and the MSE converged to 0. Further, this study is expected to help reduce the accident rate of electric scooters by resolving the causes of frequent accidents involving electric scooters around the world. [ABSTRACT FROM AUTHOR]

Shared mobility systems have been adopted in urban areas around the world to relieve parking problems caused by private vehicles. Among these systems, dockless electric scooter sharing systems (DESSSs) have been implemented in many large cities due to their advantages of environmental friendliness and convenience. However, the repositioning of dockless scooters is vital for the quality of service of these systems because the demand for shared scooters is temporally and spatially imbalanced. An optimization model and solution algorithm are developed in this study to solve the operator-based dynamic repositioning problem of DESSS. Dynamic repositioning refers to the scenario where the operator repositions scooters while users utilize scooters. A mixed-integer programming model for the dynamic repositioning problem of DESSS is proposed for the first time along with a heuristic algorithm in this study. The proposed methodology, which is tested using numerical examples, demonstrates high potential in assisting DESSS operations. [ABSTRACT FROM AUTHOR]

Electric scooters (e-scooters) have become an increasingly popular mode of public transportation in recent years. As the incidence of related injuries rises, it is important to understand specific fracture patterns unique to e-scooters and electric bikes (e-bikes) to help guide management. The purpose of this study was to review the prevalence and describe specific fracture patterns of e-scooter and e-bike related injuries at the busiest level 1 trauma center in the borough of Manhattan. Chart review to determine mechanism of injury was performed on all patients for whom an orthopedic consult was requested from 1/1/2021 to 12/31/2021. All patients whose injuries were sustained due to an e-scooter or e-bike were further reviewed for demographics, injury characteristics including fracture pattern, and definitive injury management. Any patients who had an orthopedic consult placed for a reason other than an acute injury were excluded. Descriptive statistics are reported as frequency (percentage) for categorical variables and means for continuous variables. Of the 1815 orthopedic consults requested, 1357 (74.8%) were for acute injury management. Of those with acute injuries, 119 (8.8%) sustained 136 e-scooter or e-bike related injuries. There were 92 (77.3%) males at an average age of (33.8 ± 15.7) years. Approximately one-fifth of all patients presented in June 2021 (26, 21.8%). There was a 9.2% rate of open fractures. The 136 injuries were evenly split between the upper and lower extremities, with 57 (47.9%) upper extremity, 57 (47.9%) lower extremity injuries, and 5 (4.2%) concomitant upper and lower extremity injuries. The most common fracture patterns were ankle fractures (16, 11.7%), followed by tibial shaft (14, 10.2%), tibial plateau (13, 9.5%), and radial head fractures (11, 8.0%). There was a 33.3% incidence of associated posterior malleolar fractures in the spiral tibial shaft fractures, 31.0% of posterior malleolar involvement and 18.8% of isolated vertical medial malleolar fractures in the ankle fractures, and 61.5% of posterior comminution in the tibial plateau fractures. E-scooter and e-bike related injuries have a high incidence of tibial shaft fractures, ankle fractures, tibial plateau fractures, and radial head fractures. There should be a high index of suspicion for posterior and medial involvement in lower extremity fractures sustained due to e-scooter or e-bikes. Identifying specific fracture patterns seen in e-scooter and e-bike related mechanisms will help guide management of these injuries. [ABSTRACT FROM AUTHOR]

Introduction: E-scooters have become increasingly popular in Turkey due to easy accessibility. In parallel with this, the number of e-scooter-related injuries has increased gradually. The aim of this study was to determine the types of e-scooter-related orthopedic injuries, to evaluate hospitalization and surgical treatments, and to investigate the loss of work of patients and the burden incurred by the healthcare system. Materials and methods: This retrospective multicentre study included all orthopaedic referrals, who were admitted to two major trauma departments in Diyarbakır from January 2022 to July 2022. Patient data were analyzed, including demographic characteristics, injury pattern, types of injury and subsequent treatment. Results: In a total of 62 patients, 105 orthopaedic injuries were identified, comprising 72.5% males and 27.5% females, with a median age of 34.21 years. Fifty-six (90.3%) patients were riders, and six were pedestrians. All associated e-scooters were rented. There were 44 fractures (41.9% of the total recorded injuries) including 8 (12.9%) open fractures. Surgery was required by 32 patients (51.6%) and 35 (56.4%) required hospital admission leading to hospitalization of 3.7 days on average. The average job loss of working patients after injury was determined as 2.4 months. Helmet use was detected in 6.4% of the e-scooter users, but no other protective equipment was detected in any of the patients. Furthermore, 19,3% of the patients had a blood alcohol level of > 10 mg/dl. Conclusions: The injuries that may result from an e-scooter accident can have long-term hospitalization and long-term job loss in the community. This imposes a significant financial burden on the national healthcare system and adversely affects public health. There is a need for precautions to be implemented such as infrastructure organisation, increased awareness of motor vehicle riders and e-scooter riders, and increased enforcement of rule compliance including not using e scooters after alcohol consumption and the use of protective equipment. [ABSTRACT FROM AUTHOR]

This study investigated changes in clinical characteristics, including the severity of electric scooter-related damage, before and after revision of the Road Traffic Act that became effective on 13 May 2021. This retrospective single-center observational study was conducted at the Emergency Department (ED) of a tertiary university hospital in Incheon, Republic of Korea. The pre-revision period was set from 13 May 2020, to 30 November 2020, and the post-revision period from 13 May 2021, to 30 November 2021. Patients who visited the ED with E-scooter injuries during the study period were included. Data on patients' demographics, helmet use, alcohol use, Korean Triage and Acuity Scale, diagnosis and location of the injury, stay duration at ED and ED outcomes were collected and analyzed. The primary outcome was a change in Injury Severity Score between the pre-and post-revision periods. A total of 100 patients were included, and the results showed no significant difference between the two periods in Injury Severity Score (3.00 vs. 2.50, p = 0.607), helmet use (1.9% vs. 2.1%, p = 1), alcohol use (5.8% vs. 8.3%, p = 0.708) and stay duration at ED (157.00 vs. 183.00, p = 0.964). The facial area was the most common area of injury during both periods. Despite revision of the Road Traffic Act since May 2021, no significant difference was observed before and after the revision in the behavior of E-scooter users and severity of injuries. We believe that continuing public campaigns, encouraging the use of personal protective gear, promoting responsible attitudes and implementing stricter traffic laws might help reduce E-scooter-related injuries. [ABSTRACT FROM AUTHOR]

Background and Objectives: In recent years, electronic scooters (e-scooters) have gained popularity, whether for private use or as a publicly available transportation method. With the introduction of these vehicles, reports of e-scooter-related accidents have surged, sparking public debate and concern. The aim of this study was to analyze the epidemiological data, characteristics, and severity of traumatic brain injury (TBI) related to e-scooter accidents. Materials and Methods: This retrospective case series evaluated patients who were admitted to the three largest neurosurgery clinics in Riga, Latvia, from the time period of April to October in two separate years—2022 and 2023—after e-scooter-related accidents. The data were collected on patient demographics, the time of the accident, alcohol consumption, helmet use, the type of TBI, other related injuries, and the treatment and assessment at discharge. Results: A total of 28 patients were admitted with TBI related to e-scooter use, with a median age of 30 years (Q1–Q3, 20.25–37.25), four individuals under the age of 18, and the majority (64%) being male. In 23 cases, the injury mechanism was falling, in 5 cases, collision. None were wearing a helmet at the time of the injury. Alcohol intoxication was evident in over half of the patients (51.5%), with severe intoxication (>1.2 g/L) in 75% of cases among them. Neurological symptoms upon admission were noted in 50% of cases. All patients had intracranial trauma: 50% had brain contusions, 43% traumatic subdural hematoma, and almost 30% epidural hematoma. Craniofacial fractures were evident in 71% of cases, and there were fractures in other parts of body in three patients. Six patients required emergency neurosurgical intervention. Neurological complications were noted in two patients; one patient died. Conclusions: e-scooter-related accidents result in a significant number of brain and other associated injuries, with notable frequency linked to alcohol influence and a lack of helmet use. Prevention campaigns to raise the awareness of potential risks and the implementation of more strict regulations should be conducted.

IntroductionMicromobility initiatives, including electric scooters (e-scooters), are part of the United Kingdom government’s sustainability drive. Since summer 2020, multiple trials have been conducted across the United Kingdom. Safety concerns have been raised around e-scooters joining other vehicles on United Kingdom roads, alongside the numerous private e-scooters illegally ridden on public land. Although literature has been published abroad on perceptions, risk-taking behaviours and attitudes surrounding e-scooters, independent United Kingdom research has concentrated on analysing trauma. Our aim was to identify common themes and recommendations to form conclusions on factors affecting e-scooter trauma hospital admissions.MethodsA systematic literature search in June 2023 extracted studies focused on the primary outcomes of risk factors, perceptions, and attitudes surrounding e-scooters globally from the EMBASE, PubMed, and Web of Sciences databases. Two independent reviewers conducted a critical appraisal to extract potential biases and study characteristics. A critical appraisal skills programme (CASP) analysis was also completed. Two online surveys distributed in Birmingham and Wolverhampton focused on: public perception towards e-scooters, and road user attitudes around e-scooters. The target population was residents of the West Midlands who were both riders and non-riders of e-scooters. The surveys were opened in late-March 2023 and closed in late-July 2023.Results443 studies were retrieved with 13 studies being eligible according to our inclusion and exclusion criteria. CASP assessment concluded that the studies were of good quality, however heterogeneity meant sample sizes could not be meaningfully aggregated. Many studies focused on safety concerns whilst others observed risk-taking behaviour, non-rider perceptions, and infrastructure. Our surveys received 299 responses and respondents reported risk-taking behaviours such as pavement riding, alcohol consumption, and minimal helmet use. However, positive opinions were expressed on e-scooter convenience but concerns were raised regarding rider and non-rider safety.DiscussionWhilst global literature had investigated e-scooter attitudes, risk-taking behaviours and perceptions, there was no comparable independent United Kingdom literature. Our literature review and analysis of survey responses concluded that e-scooters were perceived as a sustainable form of transport; however, safety concerns were raised. Our study points to risk-taking behaviours by riders being associated with admissions into hospital emergency departments. We conclude that well maintained infrastructure could improve the safety of both e-scooter riders and vulnerable pedestrians, whilst education and enforcement of clear rules may reduce risk-taking behaviour. The recommendations found in the PACTS reports, and documents from the RNIB confirm our findings. We recommend that hospital data and future studies should differentiate between private and rental e-scooters for robust conclusions to be made.

The aim of the study was to describe injuries related to electric scooter at a Major-Trauma-Centre in the UK, We reviewed data from January 2020–December 2020. All patient-records mentioning electric-scooter at a major-MTC. Records were reviewed, and data were stratified according to two groups: electric scooter riders and other road users. A predefined survey was completed in all cases where 'e-scooter or electric scooter' was present. This contained variables such as patient demographics, mechanism of injury (including head and body protection), acuity, intoxication, treatment facility and clinical utilisation. Among incidents involving electric scooters, summary statistics on continuous and categorical variables of interest were reported. Healthcare modelling utilising time driven activity-based costing and Patient-Level-Activity-Costing used to conduct a post hoc analysis of health provider costs. 202 e-scooter injuries were identified. Riders were more likely to be young males aged 18–35, a minority of reported cases being associated with the influence of alcohol or drugs (7.4%). They fall independently involving no other party (87%); sustaining both minor and major injuries; with a significant proportion requiring urgent and emergent surgery 23.7% (n = 40) with 60.1% (n = 121) requiring further secondary care follow-up; whilst 16% require immediate admission with a mean LOS of 5.9 days, including 8-ITU admissions. The overall mortality rate was 0.5% (n = 1), and cost per patient was £1482.46/patient, reducing to £927.25/patient if immediate surgery (<12 h s) was not required. Due to an emphasis on social distancing, changes in UK law, e-scooters injuries have increased. Most injuries are reported in riders, and are minor, however the mean health episode cost was over £1000.00/patient due to the minority of serious injuries. Research on interventions to prevent e-scooter injuries including protective clothing like helmet wearing is needed to address this growing area of concern, and unnecessary costly healthcare utilisation. • Large UK study assessing e-scooter injury presentations Major-Trauma-Centre. • Mortality related to injury severity. • Most admissions are related to head, abdominal and chest trauma. • Most injuries are extremity related and managed without admission. • Policy makers need to be aware healthcare costs approach £1000/episode. [ABSTRACT FROM AUTHOR]

Shared electric scooters, also known as e-scooters, were introduced to Turkey in 2019, following their worldwide usage since 2017 as a form of micro-mobility. Literature studies conducted at the national level on e-scooters, which are a new type of transportation, are relatively inadequate. In this regard, it is aimed to conduct detailed research on shared e-scooter usage in order to achieve optimal benefits. In this study, an online survey was carried out in Istanbul, which has the highest population in Turkey. Two types of methods were used in the analysis of the obtained data set: chi-square and weighting. Firstly, the significance of the relationship between the participants' categorically organized socio-economic characteristics and their shared e-scooter usage status was examined. The results showed that men (38%), young people (43%), with high levels of education (38%), and with high monthly transportation expenses (45%) had a higher preference for e-scooters. Secondly, significant correlations were found between usage characteristics such as travel distance, frequency of usage, average monthly transportation expense, and preferred second mode of transportation. Lastly the primary reasons for e-scooter usage were presented through the weighting method. Specifically, it was found that the preference of e-scooter users was due to its fun mode of transportation (30%). On the other hand, non-users did not prefer e-scooters due to safety concerns (14%). Additionally, the primary improvement necessary for wider adoption was the provision of dedicated e-scooter lanes (35%). [ABSTRACT FROM AUTHOR]

• During the 31-month study period, there were 1048 ED presentations related to e-mobility, the vast majority (90.8%) involving e-scooters, with males accounting for 64.3% of cases, the most common age group being 25–34 years, and weekends being the most common period of the week for presentations. • The most common injury was fractures (37%), and the upper extremities and head/face were the most commonly injured body regions, around 85% of patients requiring imaging, 14% requiring operations, and 72% requiring outpatient follow-up. • Overall, helmet use, alcohol use, and speed were poorly recorded, so results for these contributory factors are an underestimate yet still there were 16% of cases reportedly not wearing a helmet, 27% reported to be under the influence of alcohol, and over one-third reported travelling at speeds of 20 km per hour or higher. The rapid increase in e-mobility globally, including in Australia, has seen a concurrent increase in e-mobility-related injuries. Monitoring and understanding the patterns of injuries is essential to preserving community safety and making responsive and effective policy decisions regarding their safe use. This study reports on the first phase of the E-MODES study, a proactive injury surveillance initiative to examine the incidence and nature of injuries, their circumstances, contributing factors, and treatment, presenting to three hospital emergency departments (EDs) in Brisbane, the first Australian city to trial shared e-scooters. During the 31-month study period, there were 1048 ED presentations related to e-mobility, the vast majority (90.8%) involving e-scooters, with males accounting for 64.3% of cases, the most common age group being 25–34 years, and weekends being the most common period of the week for presentations. The most common injury was fractures (37%), and the upper extremities and head/face were the most commonly injured body regions. Contributing risk factors of alcohol use, not wearing a helmet, and speeding, were prevalent, though poorly recorded and only alcohol use proportions varied by age and gender, with males being more likely than females to have alcohol use reported. Recommendations to support e-mobility-related injury surveillance and safety outcomes include improved data standardisation and sharing. [ABSTRACT FROM AUTHOR]

Background: The incidence of injuries associated with the use of electric scooter (e-scooter) has consistently increased since the launch of the first shared e-scooter systems in late 2017. The aim with this review was to investigate the epidemiological characteristics of fractures related to e-scooter accidents. Methods: A systematic review of the all published papers was conducted regarding epidemiologic characteristics of traumatic fractures following e-scooter-related injuries. Multiple databases of PubMed, Web of Science, EMBASE, and Cochrane library were searched and relevant clinical studies reporting incidence for traumatic fractures from e-scooter-related injuries were included. All other types of studies and those including patients with non-orthopedic injuries were excluded. The Methodological Index for Non-randomized Studies (MINORS) was used to assess the quality of the included studies. The characteristics of patients were analyzed by the mean and the standard deviation for continuous variables. Results: Eleven published studies (6579 patients) were identified which have been reported from Nov, 2019 to Sep, 2021. Periods of research in each study were different from May, 2017 to July, 2020. In the majority of cases, the mechanism of injury was a fall from the scooter (84.8%), which was followed by e-scooter motor vehicle accident (7.4%) and collision (5.5%). Regarding the fractures, upper limb injuries were the most prevalent (65%) and radial fracture was the most common fracture type of the upper limb (28.2%). Lower limb fractures were recorded in 475 (25.3%) patients, the most common being tibial fractures (8.4%). Conclusions: As e-scooter market continues to considerably rise, the incidence of major orthopedic traumas is also likely to increase. Despite potential selection and reporting biases, our systematic review suggested up-to-date guidelines for the epidemiology of fractures following e-scooter injury. According to the results found in the present study, we believe that it is reasonable to mandate helmet use and the obligation to wear other types of safety equipment such as elbow and knee pads should be discussed. [ABSTRACT FROM AUTHOR]

The research objective is to approach the dynamic and consumed electrical energy of an electric scooter by varying the key input parameters, including rider mass, electric scooter mass, wind speed, wheel radius, and slope grade. A simulation model of an electric scooter was applied in a MATLAB-Simulink environment to investigate the scooter velocity, required power, battery voltage, and propulsion torque of the e-scooter. It was established by employing mathematical equations during the of electric scooters. The study found that the scooter velocity and electricity consumption were optimized by 3.9% and 0.08%, respectively, when the scooter weight decreased from 26 to 10 kg. The scooter velocity, electricity consumption, and required power decreased by 23.2%, 0.55%, and 8.56%, respectively, when the slope grade decreased from 1.15% to 0%. Following a wind speed reduction from 4 to 0 m/s, the consumed electricity and required power were optimized by 0.2% and 5.5%, respectively. The consumed electricity increased by 0.2% and the scooter velocity and required power significantly increased by 36.5% and 34.3% when the wheel radius increased from 0.105 to 0.185 m. Furthermore, the e-scooter could achieve an effective performance with a weight of 10 kg, wheel radius of 0.185 m, wind speed of 0 km/h, slope grade of 0%, and minimal rider weight. The simulation results showed that the scooter's effective performance range and consumed electrical energy could be optimized by suitably adjusting the key structures and operating parameters. To support this research, a concurrent experiment investigated the dynamic characteristics and electricity consumption of the electric scooter during operation. The experimental and simulated results had the same patterns in similar initial conditions. [ABSTRACT FROM AUTHOR]

A 34-year-old female presented to the emergency department with neck pain, dysphonia and dysphagia ten days after a fall from an electric scooter. Subsequent computed tomography of the neck revealed bilateral vertebral artery and unilateral internal carotid artery non-occlusive dissections, which were managed with antiplatelet therapy. This case describes mechanisms of injury, clinical presentation, imaging appearances, and subsequent management of cervical artery dissection.

Abstract Background and purpose The incidence of electric scooter (e-scooter) injuries has increased drastically in numerous countries after widespread availability of shared e-scooters. The economic impact on society from a broader perspective has not been studied. We aimed to estimate the incidence of e-scooter injuries, describe the injury patterns, and estimate the costs of e-scooter injuries. Patients and methods: We performed a retrospective cohort study including all e-scooter-related injuries presented in the three adult emergency departments in Helsinki in 2021. We collected the patient data from the university hospital information system. Injury severity was evaluated based on the Abbreviated Injury Score. The cost of the hospital treatment was analyzed based on our hospital district’s service price listing. In addition, we recorded the total amount of sick leave days and estimated their economic impact. Results In total, 446 e-scooter injuries were identified and taken into the analysis (434 affecting riders and 12 non-riders). The median age of the patients was 26 (IQR 22–33), and 59% were male. 257 (58%) of the of the injuries were minor, whereas 155 (35%) were moderate, 30 (7%) serious, 3 (0.7%) severe, and one (0.2%) critical. Furthermore, 220 (49%) of the patients sustained head injuries. A major spike in accident incidence was seen during the weekend (Friday to Sunday) nights, accompanied by a proportional increase in patients with alcohol intoxication. Including both the costs of the hospital care and absence from work, the approximated total cost of e-scooter injuries was 1.7 million euros, with a median cost of a single accident being 1148 euros (IQR 399–4263 €). Interpretation: Considerable number of the injuries are moderate, severe, or worse. Comprehensive preventive measures must be conducted to decrease the incidence of e-scooter injuries. The use of helmets should be strongly encouraged to prevent severe head injuries. The nighttime bans during weekends and speed limits on e-scooters appear to be justifiable.

Copyright of Dokuz Eylul University Muhendislik Faculty of Engineering Journal of Science & Engineering / Dokuz Eylül Üniversitesi Mühendislik Fakültesi Fen ve Mühendislik Dergisi is the property of Dokuz Eylul Universitesi Muhendislik Fakultesi Fen ve Muhendislik Dergisi and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)