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Introduction: The purpose of this study is to review whether legislative change enforcing safer riding conditions for Electric Scooters (E‐Scooter), regardless of other factors, had an impact on reducing significant head, facial and neck trauma. Additionally, to identify the radiological injury patterns for head, face and neck injuries identified on CT imaging for a patient's initial presentation to the emergency department (ED) resulting from an E‐Scooter accident. Methods: A retrospective single‐centre observational study at a metropolitan tertiary ED of patients presenting after an E‐Scooter accident comparing 6 months before and after legislative change. Results: Four hundred and forty‐three patients presented following an E‐Scooter accident: 191 patients 6 months before and 252 patients 6 months after legislative change. One hundred and sixty‐two patients pre‐ and 217 patients post‐legislative change had negative CT studies. Twenty‐nine patients pre‐ and 35 patients post‐legislative change had CT studies demonstrating significant head, face or neck trauma. The most common type of intracranial bleeding was subarachnoid haemorrhage followed by subdural haemorrhage with a significant proportion (41%) presenting with multi‐factorial intracranial bleeding. There was no specific injury pattern involving the cranial vault or cervical spine. Of the patients presenting with a significant injury, facial bones were the most common injury site (84% (n = 54)). The most common site of facial fractures was the nasal bones followed by dental trauma and maxillary fractures. Conclusion: This single‐centre, retrospective observational study has shown no reduction in serious head, neck and facial injuries. Large‐scale, multicentre studies will need to be undertaken to understand the true impact of legislative change. [ABSTRACT FROM AUTHOR]

Issue Addressed: E‐scooters are sought after for their cost‐effectiveness, sustainability, and efficiency in urban transportation. However, this popularity has been accompanied by a surge in injuries, prompting a deeper investigation into the factors influencing risk perceptions among e‐scooter users. Methods: Using a qualitative approach, we conducted 19 interviews with those who attended an emergency department as a result of e‐scooter injury. We aimed to understand the psychosocial effects of these incidents and employed thematic analysis to discern recurrent patterns in participants' experiences, focusing on alterations in daily life, community response, perception shifts, and avenues to enhance safety awareness. Results: The findings underscored significant disruptions to daily life due to injuries, demonstrating enduring impacts on lifestyle and wellbeing. Participants exhibited a perceptual shift, transitioning from perceiving e‐scooters as enjoyable to viewing them as dangerous. Recommendations for enhancing safety awareness included accessible and clear safety education, pre‐ride briefings, real‐time safety guidance, temporal rental restrictions, and mandatory breathalysers before e‐scooter use. Conclusions: The study underscores the importance of considering not only the individual experiences and perceptions of e‐scooter injuries but also the broader social context, including the night‐time economy. Leveraging peer narratives and community engagement is vital to reshape risk perceptions and promote harm reduction messages. So What?: A comprehensive approach through proactive interventions and robust educational strategies is essential to foster responsible e‐scooter usage and prioritise public safety. [ABSTRACT FROM AUTHOR]

Powered scooters, including electric scooters (e-scooters), have become an increasingly available and popular mode of personal transportation, but the health risks of these devices are poorly explored. We aim to quantify the increase in frequency of powered scooter–associated head and neck region injuries occurring yearly from 2010 to 2019, and to compare the frequency and severity of injury with those involving unpowered scooters. Here we present a retrospective cross-sectional study of all patients with head and neck injuries associated with powered and unpowered scooters seen in emergency departments reporting to the National Electronic Injury Surveillance System (NEISS) database from January 1, 2010 to December 31, 2019. During this time frame, a total of 1,620 injuries associated with powered scooters and a total of 5,675 injuries associated with unpowered scooters were reported to the NEISS. The database estimates these to reflect a nationwide total of 54,036 powered scooter–related injuries and 168,265 unpowered scooter–related injuries. Powered scooter injuries have increased for both children and adults since 2014, and estimated powered scooter injuries (16,243) surpassed estimated unpowered scooter injuries (14,124) when including all age groups for the first time in 2019. In 2019, adults are estimated to have nearly twice as many powered scooter–related head and neck injuries as children (10,884 vs. 5,359, respectively). In 2019, a higher proportion of powered scooter–related injuries involving adults were severe injuries when compared with those involving children (13.3 vs. 5.2%, respectively). Interestingly, unpowered scooters still cause many more estimated injuries in children than powered scooters did during 2019 (11,953 vs. 5,083). We find that powered scooters are now associated with a greater number and severity of head and neck injuries among the adult population than the pediatric population. But unpowered scooters still cause more head and neck injuries than powered scooters in the pediatric population. [ABSTRACT FROM AUTHOR]

In recent years, micro-vehicles have been increasingly involved in urban mobility following the actual trend towards light, more affordable, and eco-friendly means of transportation. Among this vehicle category, the electric kick scooters (e-scooters) represent the most popular example driven by app-based sharing mobility services. Despite the positive implications, poor safety requirements and issues of discomfort are also related to this new segment. The recent spread of e-scooters is motivating the scientific community in investigating performance and ride comfort, in the attempt of improving vehicle design and safety regulations. The aim of this study is to evaluate e-scooter vibrations in driving in a realistic environment, constituted by bike path with seven speed bumps. Fourteen healthy young participants (seven males and seven females) are asked to conduct the test at two different constant velocities ( 5 km/h and 25 km/h). Accelerations are acquired at the main human body segments as well as on the e-scooter. The assessment is based on identifying maxima and root mean squares from signal time histories. A non-parametrical statistical analysis is performed focusing on vibrations transmitted from vehicle to human body, e-scooter velocity, and some rider's characteristics such as gender, mass, dominant arm, and dominant foot. Root mean squares and tests at low velocity generally underline a larger number of significant differences. Moreover, the parameter which mostly influences the system is the rider's mass. Overall, the proposed methodology proves to be an efficient tool to investigate the vehicle-rider vibrational influence. [ABSTRACT FROM AUTHOR]

It was the aim of the study to analyze the distribution and pattern of facial fractures following e-scooter trauma. Prospective audit data of facial fractures were retrospectively collected to investigate the impact of e-scooter hire, specifically in the form of facial fractures associated with their use. Data collected included patient demographics, mode of injury, date of injury, facial bones involved, presence of soft tissue injury, and factors associated with injury, including intoxication and helmet use. A total of 849 patients were treated for facial fractures during the study period, of which 34 were attributed to e-scooter use. One-half of those injured riding e-scooters were intoxicated, and one-quarter were wearing helmets. There have been an increasing number of facial fractures associated with e-scooter use following the start of the shared e-scooter trial. Zygomaticomaxillary complex fractures were the most common pattern of facial fracture seen. Most patients required surgical management of their injuries. Policymakers should consider how to improve the enforcement of current regulations, given the healthcare cost associated with the management of these preventable injuries. [ABSTRACT FROM AUTHOR]

Objectives: To quantify the volume and nature of radiological imaging performed for e-scooter related trauma presentations in a tertiary referral centre and to identify common radiological pattern of injuries. Methods: Our study received institutional review board approval. We retrospectively reviewed all anonymised radiological imaging studies performed in our institution for the term 'scooter' or 'e-scooter' between July 2020 and July 2021. The patient demographics, number of imaging studies performed and modality type as well as the nature of injuries identified were recorded. Results: Within the study period, 147 patients with e-scooter-related injuries were referred for radiological imaging. Forty-two (29%) of those patients had positive radiological findings. The vast majority of injuries on radiographs were upper limb injuries typical of a fall on outstretched hand (FOOSH) pattern. Thirty-two patients (22%) required advanced diagnostics with CT or MRI with 11 of these patients having positive findings. Four patients suffered significant head injuries including skull fractures and/or intracranial haemorrhage. Five patients suffered facial bone fractures, and 2 suffered spinal fractures. One patient suffered a handlebar abdominal trauma with a resulting large bowel injury ultimately requiring bowel resection. Conclusion: E-scooter-related injuries represent a new and emerging high-energy trauma patient. These patients demonstrate injury patterns similar to other high-energy trauma such as road traffic accidents. Although the most common injuries are musculoskeletal upper limb injuries typical of FOOSH, a large proportion of these require advanced diagnostic imaging (CT, MRI) which were commonly positive for significant injuries. [ABSTRACT FROM AUTHOR]

With the increasing use of sustainable energy sources, the electric scooter has become a widely used vehicle. The aim of the study is to analyse the types of facial fracture related to road traffic accidents to outline the need for dedicated road rules. An observational, retrospective, multicentre study was carried out at the Maxillofacial Surgery Units of six Italian hospitals. Fifty patients (mean age was 34.76 years) from January 2020 to January 2024 were enrolled. The severity of trauma was evaluated by the Facial Injury Severity Scale (FISS) by Bagheri et al. Most of the accidents occurred during the day and the weekend in spring or summer; 24 drivers collided with infrastructures or pedestrians, while 26 involved other vehicles. A total of 33 vehicles were rented, and 17 were privately owned. A total of 43 subjects were not wearing helmets, five patients were drunk, and three patients took drugs. In order of frequency, the facial fractures involved: zygomatico-maxillary-orbital complex (ZMOC) (n = 16), mandibular condyle (n = 13), nasal bone (n = 11), orbit floor (n = 8), and mandibular body (n = 7). Fractures such as Le Fort I (n = 4), naso-orbito-ethmoidal NOE (n = 4) and mandibular ramus (n = 4) were less common. Other types of facial fracture were rare. Thirty patients reported multiple facial fractures. The vast majority of the cases showed a low severity grade FISS score. Fifteen patients suffered polytrauma. The mean hospitalisation time was 8.3 days. As accidents with electric scooters are increasing, it is important to characterise the most frequent facial fractures to improve patient management and encourage the introduction of new road rules. [ABSTRACT FROM AUTHOR]

Burn injuries related to lithium-ion batteries from personal mobility devices, such as electric bikes and electric scooters, have emerged as a global concern. By examining the literature, this study aims to provide an overview of the demographics, patterns, and outcomes of personal mobility device-associated burns. A Singaporean cohort revealed burns resulting predominantly from fires occurring due to the combustion of unattended personal mobility device batteries during charging. In contrast, an Israeli cohort showed a higher total body surface area and highlighted the vulnerability of limbs to burn injuries in such incidents. A Beijing cohort, consisting of pediatric patients indicated potential child safety concerns regarding personal mobility device usage. Finally, a Shanghai cohort demonstrated the potential dangers of personal mobility device battery chargers. The observed differences between those experiencing burn injuries and the broader population of personal mobility device riders in terms of age and gender suggest that younger males may be at higher risk, perhaps due to risky practices such as leaving personal mobility devices unattended while charging. This review emphasizes the need for safety education, adherence to regulations, and responsible consumer choices to mitigate burn injuries. Recommendations include promoting child safety measures, using certified personal mobility devices, and cautious handling of DIY conversion kits. Further large-scale studies are essential to gain comprehensive insights and develop effective safety strategies to protect personal mobility device riders from burn injuries. [ABSTRACT FROM AUTHOR]

In recent years, e-scooters have been introduced in many European cities. In several places we have witnessed a rapid uptake of this new mode of transport mainly as a result of public sharing schemes. A number of incidents, injuries and even fatalities have given rise to questions regarding the safety of these vehicles. These questions are being researched mainly using official crash data and data specifying injuries and hospital treatment. Until now, the research has focused on investigating typical injury patterns and estimating risk levels. Very little is known about exactly where conflicts and crashes occur. Knowledge of hazard hotspots is crucial when investigating risk levels and improving safety for all road users.Hence, this paper develops an approach to investigating locations with potentially dangerous interactions within the active mobility system in the city of Berlin. The approach consists of explorative expert interviews, an online poll, and quantitative analyses. For the latter we combine three datasets. First, we research crash hotspots using official data. Second, we use data based on acceleration sensors from cyclists' smartphones to find locations of sudden movements. Third, we use trip data from the operators of e-scooter sharing systems. The information gathered is used in a conclusive expert workshop to identify hazard hotspots.Results show that many of the conflicts with pedestrians are caused by parked e-scooters. Second, e-scooter trips are concentrated in the inner city and along specific routes. In moving traffic, various data sources are used to identify hotspots at intersections and in areas between intersections.The present research lays the foundation for important further studies to investigate interactions at hotspots in detail by determining nine specific locations in the city of Berlin.

Abstract Background and purpose Electric scooters (e-scooters) have become increasingly popular as a mode of transportation in recent years. The impact of e-scooter accidents on the healthcare system and resulting orthopaedic injuries remains largely unknown. This study describes the distribution of fractures caused by e-scooter accidents. Methods All patients who had one or more fractures from e-scooter accidents registered in the Swedish Fracture Register (SFR) between 7 April 2019 and 30 December 2022 were included. Fractures were classified using the AO Foundation/Orthopaedic Trauma Association (AO/OTA) fracture classification system. We analysed the distribution of fractures, the proportion that required surgical management and seasonal variation of injuries. Results During the study period, 1,874 fractures in 1,716 patients were registered in the SFR. The mean age of patients was 29 (SD 14) years and 70% of fractures occurred in males. High-energy accidents accounted for 299 fractures (16%). The most common fractures were of the hand (n = 363, 19%), wrist (n = 352, 19%) and proximal forearm (n = 356, 19%). Wrist fractures were the most common injury in children (n = 183), accounting for 44% of paediatric fractures. Surgical treatment was performed on 556 (30%) fractures, with wrist fractures being the most commonly treated in both adults (n = 78, 17%) and children (n = 36, 36%). Interpretation Fractures caused by e-scooter accidents predominantly occur in the upper extremity. E-scooter accidents comprise a new source of injury requiring attention and surgical resources from an already strained healthcare system.

Abstract Dockless e-scooter schemes have seen increasing popularity in 28 German cities. Increasing use on insufficiently dimensioned bicycle infrastructure can lead to conflicts between e-scooter riders and cyclists. A new approach was developed in order to detect potential zones of conflict by overlaying aggregated bicycle and e-scooter trajectories in the City of Dresden, Germany. Bicycle data is being obtained by the annual STADTRADELN campaign where cyclists record and transmit daily trips via GPS for a period of three weeks. Simultaneously, e-scooter API data has been collected over a course of 8 weeks from June to September 2021. Origin/Destination data has been generated and routed over a OSM network in order to obtain aggregate d e-scooter flows. We extrapolated the aggregated bicycle data to match them with the timeframe of the e-scooter data acquisition. Afterwards we spatially joined both: bicycle and e-scooter flows and calculated the link wise proportion of e-scooter trips in relation to bicycle trip volumes. Two important findings emerged: (1) Residential roads have a higher proportion of e-scooter trips. (2) E-scooters are exposed to high bicycle trip volumes on primary roads with bicycle infrastructure. We conclude that this approach can detect possible links of conflict, where overtaking cyclists or insufficient space can lead to dangerous situations. That approach is biased towards a missing route choice model for e-scooter riders or better route data of e-scooters, which needs further research.

Background Methods Results Conclusion The rise in popularity of ride share e‐scooters has led to an increase in the number of e‐scooter injuries, with existing literature reporting increases in rates of admission by more than 350%. In April 2023, the Broome Shire signed a contract to provide 300 e‐scooters as part of a shared micro mobility platform. This study aimed to describe the demographics, clinical presentation and health system utilization of patients presenting with e‐scooter‐related injuries at Broome Regional Hospital (BRH).A retrospective cohort study examined all e‐scooter‐related injuries presenting to BRH between April 1st 2023 and April 30th 2024. Patients with e‐scooter injuries described in their Emergency Department (ED) electronic triage records were included. Data was collected from chart review.A total of 190 patients were identified as having sustained an e‐scooter injuries over the 12‐month trial period. The median age was 26 years with equal numbers of males and females. Most injuries occurred between 6 pm and 12 am (28%) with 53% of patients reporting being intoxicated, while 75% were not wearing a helmet. Almost all patients (80%) were managed in the emergency department because of the low severity of their injuries. Of the remaining patients, 22 were admitted, with 16 transferred for tertiary‐level operative management.The introduction of e‐scooters for shared micromobility represents a new cause of trauma related presentations to BRH. Our study's results have raised awareness regarding the incidence and severity of electric scooter injuries in Broome. [ABSTRACT FROM AUTHOR]

In recent years, e-scooters have been introduced in many European cities. In several places we have witnessed a rapid uptake of this new mode of transport mainly as a result of public sharing schemes. A number of incidents, injuries and even fatalities have given rise to questions regarding the safety of these vehicles. These questions are being researched mainly using official crash data and data specifying injuries and hospital treatment. Until now, the research has focused on investigating typical injury patterns and estimating risk levels. Very little is known about exactly where conflicts and crashes occur. Knowledge of hazard hotspots is crucial when investigating risk levels and improving safety for all road users. Hence, this paper develops an approach to investigating locations with potentially dangerous interactions within the active mobility system in the city of Berlin. The approach consists of explorative expert interviews, an online poll, and quantitative analyses. For the latter we combine three datasets. First, we research crash hotspots using official data. Second, we use data based on acceleration sensors from cyclists' smartphones to find locations of sudden movements. Third, we use trip data from the operators of escooter sharing systems. The information gathered is used in a conclusive expert workshop to identify hazard hotspots. Results show that many of the conflicts with pedestrians are caused by parked escooters. Second, e-scooter trips are concentrated in the inner city and along specific routes. In moving traffic, various data sources are used to identify hotspots at intersections and in areas between intersections. [ABSTRACT FROM AUTHOR]

The safety of electric scooters (e-scooters) are issued frequently. Because of the structure of the e-scooter, it is highly affected by the road environment owing to its small wheels; therefore, most e-scooters fall down alone. Therefore, we aim to identify the factors that affect driving characteristics of e-scooter according to the road type. Additionally, risk factors by speed level were analyzed according to the social trend of lowering the maximum speed. In this study, the driving characteristics according to the road environment were derived for vehicle lanes and bicycle/pedestrian paths through actual vehicle driving, and risk factors were compared according to speed levels. Risk factors were set as road environmental factors that the participants judged to be dangerous while driving, and correlations between driving characteristics and risk factors were determined using multiple regression analysis. Driving instability increases with speed on all roads, and the risk factors for each road type are derived differently. We verified the necessity of lowering the maximum speed on all roads. Additionally, this study presents risk factors based on speed level for various road types and reflects the human factor of users along with the driving characteristics of e-scooters. [ABSTRACT FROM AUTHOR]

This study aims to estimate the driving times of drivers who prefer electric scooter vehicles. In general, e-scooters reduce the loss of time caused by traffic jams thanks to their smaller size and maneuverability, therefore, these vehicles provide rapid progress in urban journeys. E-scooters also offer an advantage in finding a parking space and easy parking thanks to their more compact structure. In this study, ML algorithms were used to predict the driving times of drivers who prefer e-scooter vehicles. The AB model performed well with a low Mean Square Error (MSE) value (0.005). The Root Mean Square Error (RMSE) and Mean Absolute Error (MAE) values were also relatively low (0.069 and 0.039, respectively), indicating that the model's predictions were close to the actual values. Also, the high R-squared-Coefficient of Determination (R²) value (0.947) suggested that this model explained the data quite well, and its predictions approached the actual values with high accuracy. On the other hand, the GB algorithm performed poorly compared to different algorithms, with its high margin of error and low accuracy rate. These results provide an advantage in time management by estimating the travel time a driver will make with the e-scooter. As a result, e-scooters offer drivers the opportunity to save time and manage their daily mobility more effectively, driving these vehicles attractive for transportation. [ABSTRACT FROM AUTHOR]

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Purpose: The present research aimed to compare the different types of fractures to those caused by e-scooter use as well as reveal the severity of e-scooter injuries via an epidemiological analysis of fractures over the course of 6 months. Methods: This retrospective study assessed medical records of patients with fractures or dislocations admitted to a Turkish level three trauma centre emergency orthopaedic department between June 2021 and January 2022. Using a two-group design, the first group encompassed all fractures and dislocations treated, while the second focused on e-scooter-related cases. Comparative analysis covered fracture patterns and factors within the e-scooter group, like demographics, injury mechanism, and timing. Surgical need and types were explored for e-scooter injuries. Results: Among 4481 upper extremity fractures, finger fractures (27.47%) and distal radius fractures (25.37%) were common, while e-scooter-related cases exhibited radius and ulna shaft fractures (23.07%). Of 2400 lower extremity fractures, toe fractures (30.2%) and metatarsal fractures (19.66%) predominated, with e-scooter-related injuries largely featuring metatarsal fractures (30%). The surgery rate in all patients was 8.92%, whereas the surgery rate specifically for e-scooter injuries was 48.2%. Significantly greater occurrence of lower extremity fractures was evident in e-scooter-related injuries compared to upper extremities (p = 0.011). Collisions involving stationary or moving objects were linked to injuries in the lower extremities, whereas falls were primarily associated with injuries in the upper extremities. Treatment included surgery (48.2%) and conservative management (52.8%), with ORIF (35.7%) and CRIF (10.7%) utilised. Conclusion: E-scooter-related fractures and dislocations are typically more severe, often requiring surgery, compared to other fractures during the same period. The study emphasises the link between injury type and increased risk of lower extremity fractures or dislocations. [ABSTRACT FROM AUTHOR]

E-scooters have emerged as a popular micromobility option for short trips, with many cities embracing shared e-scooters to enhance convenience for travelers and reduce reliance on automobiles. Despite their rising popularity, there is a lack of clear understanding of how user preferences and adoption practices vary by location. This study aims to explore user and non-user attitudes towards e-scooter use in diverse urban settings. A meta-analysis of data from three surveys (N = 1197) conducted in Washington, D.C., Miami, FL, and Los Angeles, CA, was performed to compare e-scooter users and non-user profiles, mode choice factors, and attitudes and preferences towards e-scooter use. Additionally, machine learning (ML) and SHAP (SHapley Additive exPlanations) analysis were utilized to identify influential factors in predicting e-scooter use in each city. The results reveal that the majority of e-scooter users are 25 to 39 of age, male, with higher income and a bachelor's degree, and 92% possess a driver's license. Significant differences in attitudes between e-scooter users and non-users highlight the complexity of perceptions towards e-scooter usage. The ML model indicates that employment status negatively impacts the prediction of e-scooter users, while factors such as living without a car and using non-motorized modes positively influence e-scooter use. Educational background is a significant e-scooter mode choice factor in Washington, D.C. and Miami, whereas attitudinal questions on car and technology usage are influential in Los Angeles. These findings provide valuable insights into the factors shaping e-scooter adoption, informing urban transportation planning and policymaking and enhancing understanding of shared micromobility and its impact on urban mobility. [ABSTRACT FROM AUTHOR]

Urban mobility is a current and hot topic for local administrations, and not only due to the numerous road accidents in urban areas, often caused by the incorrect behaviour of scooter drivers. The diffusion of electric scooters occurred, above all, after the pandemic. While on the one hand, social distancing has forced many to re-evaluate traveling by car, there are many citizens who have adopted innovations such as pedal-assisted bicycles and, above all, electric scooters - the latter being the protagonists of a real boom. In addition to ensuring fast travel and ease of use, the electric scooter and its use have sparked public debate regarding safety and apparent deregulation. Very often in Italy and beyond, the use of electric scooters is associated with a perception of fear and scepticism about micro-mobility, as well as the diffusion of some models relating to sustainable mobility. This derives in part from the previous characteristics of the vehicles produced and manufactured in China that do not comply with the law, and in that case, are truly dangerous. But given the recent rules at both the Italian and European levels, we are very often protected against products that do not comply with the laws, and therefore, we have greater road safety. The recent legislation on use on Italian roads has changed the characteristics of users, vehicles, and infrastructures in which to circulate. The safety of the electric scooter has been a long-debated topic, especially since this vehicle has seen a boom in sales and rentals since 2020, thanks to the incentives for the purchase and the willingness of Italians to use public transport less and less. To define the choice of an electric scooter as a sustainable modal choice, it is necessary, beyond safety, to investigate the perception of users in terms of gender equity, use in the first and last mile, and perception in terms of green transport modes. Starting from this, a survey was implemented, and subsequently, a descriptive statistical analysis was conducted on about 550 users in the metropolis of Palermo in Sicily. The results related to the period 2019-2022 showed that the electric scooter is certainly a practical and green vehicle but must be driven with the same attention we pay in cars or motorcycles. The chi-square analysis defined the trend variations connected to the users' psychosocial parameters according to the user's gender and age. The scenario shows the need for timely interventions, above all to protect vehicle users but also pedestrians who are often involved in accidents due to the use of vehicles on sidewalks. The survey shows that scooter users are the first to request more safety, starting with the creation of protected lanes such as cycle paths or dedicated areas.

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.

Introduction: Since the introduction of e-scooters in Germany in 2019, they are becoming more and more popular and associated injuries have increased significantly. The aim of this study was to assess the injury patterns after e-scooter accidents. Materials and Methods: From May 2019 to October 2022, all consecutive patients who presented at our emergency department (ED) following e-scooter accidents were included in our study and retrospectively analyzed. Results: A total of 271 patients were included in our study. The mean age was 33 years. 38% of the patients were female and 62% were male. Most common injuries were traumatic brain injuries in 38% of the patients together with fractures affecting the upper limb (17%). An operative treatment was necessary in 40 patients. Most of the patients presented at night and about 30% were under the influence of alcohol. Conclusions: Our study shows one of the largest cohort of patients suffering e-scooter accidents in Europe. Compulsory helmet use, stricter alcohol controls and locking periods could contribute significantly to safety. [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]

Featuring rapid adoption rates in recent years, personal standing scooters, as a micromobility, represent a missing complement to the first and last mile of public transport. This paper examines intermodal trips involving private (e-)scooters and trains with the objective to investigate the influence of this intermodal combination on station catchment areas. The methodology is based on the analysis of existing scientific research and empirical evidences. The case study focuses on access data from 12 railway stations collected by SNCF Réseau in the Provence-Alpes-Côte d'Azur region in September and October 2020. Main findings of this secondary analysis, based on 53 passengers using this personal device, suggest an over-representation of male and younger users, with very frequent intermodal practices mainly dedicated to work or study, and a feeder distance between combined walking and cycling. There appears to be similarities between bike-and-ride and scoot-and-ride but also clear distinctions that characterize this emerging mode, among which the fact that scooter is almost always used both during access and egress stages. This article advocates that station areas should be better considered by redesigning the surrounding public spaces to better balance the space of each mode, in favour of alternatives to the car and sustainable cities. [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. [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]

Copyright of Journal of Intelligent Transportation Systems & Applications is the property of Journal of Intelligent Transportation Systems & Applications 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.)

The remarkable impact that e-scooters have had on the transportation system drives research on this phenomenon. The widespread use of e-scooters also poses several new safety issues, which should be necessarily studied. The aim of this paper points in this direction, investigating the main contributing factors, causes, and patterns of recorded e-scooter crashes, considering also different crash types and severity, using the City of Bari (Italy) as a case study. The crash dataset based on police reports and referring to the period July 2020–November 2022 (i.e., the first period of e-scooter implementation in the City of Bari) was investigated. Crashes were clustered according to several variables. No fatal crashes occurred, even though crashes mostly resulted in injuries (70%). Considering road type, divided roads were found to be less safe than undivided ones, due to higher mean speeds than on other roads and to a less constrained e-scooter driving behavior. Calm (off-peak) daytime hours seem to lead to more frequent e-scooter crashes with respect to both peak and nighttime hours, even if the latter hours are associated with an increased severity. Once controlled for exposure, season, lighting conditions, and the private/sharing ratio do not seem influential. E-scooters are more prone to be involved in single-vehicle and pedestrian crashes at segments than other vehicles, but they show similar crash trends than other vehicles (i.e., angle crashes) at intersections. As emerged from traffic surveys, not all e-scooter users were found to use cycle paths. Combining this information with crash data, it seems that not using cycle paths is considerably less safe than using them. Besides engineering measures and policies, awareness campaigns should be promoted to elicit safe users' behavior and to tackle the several violations and misbehaviors emerging from the crash data. [ABSTRACT FROM AUTHOR]

One of the biggest challenges for modern metropolises is the problem of public transportation. Barriers to the development of urban transport, the expansion of private vehicles, congestion of beehives, traffic jams, parking problems, and the negative impacts of transport on the environment are causing an increase in interest in shared micromobility. Electric scooters are one of these innovative solutions. This article aims to construct a model for the acceptance of electric scooters among students. The authors employed the technology acceptance model, and used the SmartPLS 4. Program to reconstruct the model. The basis of the model was a CAWI survey on a sample of 442 students. On this basis, the study verified the hypotheses on the relationships between the factors influencing the acceptance of electric scooters: demographic characteristics, perceived usefulness, ease of use, attitudes towards this solution, and behavioral intentions.

Analysing user behaviour and thus travel mode choice is an important task in transport planning and policy-making in order to understand and predict travel demand. Recent pandemic events have challenged the modal choices of European users by reducing the use of public transport at various times and favouring walking and/or the use of electric bikes and scooters for last-mile travel. A number of studies have focused on analysing how the pandemic affected workers' choice of transport mode, with particular reference to local public transport, by developing multinomial logistic regression and artificial neural network models to analyse travellers' choice of transport mode before and after COVID-19. Particularly in non-European contexts, studies have been conducted on the relationship between socio-economic factors and the duration of e-scooter trips before and during the health crisis caused by the pandemic. in these contexts, a general increase in the duration of e-scooter trips after the pandemic was shown. Few studies, however, have analysed the European context. Several factors relating to services and infrastructure as well as socio-demographic components contributed to the propensity to use e-scooters as evidenced by a number of literature works in the European context. However, little research has been conducted using the machine learning approach to understand which factors and how they may influence modal choices. The present research work focused on the analysis of last-mile transport choices by investigating the propensity of a sample of users residing in Sicily during different time phases before and after the COVID-19 pandemic. In this study, 35 different classes were determined for a total of 545 data. The classification process was carried out using SMO, KNN and RF machine learning algorithms. The results showed a reduction in the frequency of e-scooter use during the health crisis caused by the pandemic. The results showed that this was a temporary behaviour, even though the purpose of e-scooter use by most individuals changed during the health crisis caused by the pandemic. However, it was observed that the frequency of e-scooter use decreased in most individuals during the health crisis caused by the pandemic and this became a permanent behaviour. The results suggest that the analysis of the importance of variables in relation to different periods and is essential for a better understanding and effective modelling of people's travel behaviour and for improving the attractiveness of these means of transport for companies operating services in the areas examined.

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]

Urban mobility has undergone a transformation with the advent of micromobility vehicles, leading to a multitude of studies investigating the factors that drive early adoption and the sustainability and equity implications. However, in a context where local administrations struggle regarding how to fit different micromobility systems within the urban ecosystem, little is understood about how political regulations impact micromobility users' modal choices This study aims to shed light on the differences between private e-scooters and shared bikes in Barcelona, a city where micromobility options face distinct regulatory frameworks, and also to understand the factors that influence an individual's choice between these two modes of micromobility. The study employs a self-reported intercept survey on 651 micromobility users and builds a logistic binary regression model to examine the characteristics that differentiate e-scooter and shared bike adopters. Results indicate notable differences between adopters of the two modes and suggest that city regulations might play a role in determining the choice of mode. Furthermore, the study finds that while both modes follow similar mode replacement paths, shared bikes have a higher potential to keep users away from cars. These findings contribute to the limited knowledge on the choice between different modes of micromobility and highlight the impact of policy design on diverse population groups. As more cities are banning free-floating from city centres, it is essential to understand how these selective bans and restrictive policies have an impact on micromobility users' modal choices. • Gender and age gap are confirmed to exist in emerging mobility services usage. • Socioeconomic differences might be partially explained by the city restrictive regulatory framework. • Shared bikes might have a higher potential than private e-scooters to keep users away from the car in the long term. • Environmental and social sustainability of micromobility modes is questioned. [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]

E-scooter vibrations are a problem recently studied. Theoretical models based on dynamic simulations and also real measurements have confirmed the high impact of e-scooter vibrations on driver comfort and health. Some authors recommend improving e-scooter damping systems, including tyres. However, it has not been suggested nor has any research been published studying how to improve e-scooter frame design for reducing driver vibrations and improving comfort. In this paper, we have modelled a real e-scooter to have a reference. Then, we have developed a multibody dynamic model for running dynamic simulations studying the influence of mass geometry parameters of the e-scooter frame (mass, centre of gravity and inertia moment). Acceleration results have been analysed based on the UNE-2631 standard for obtaining comfort values. Based on results, a qualitative e-scooter frame design guide for mitigating vibrations and increasing the comfort of e-scooter driver has been developed. Some application cases have been running on the multibody dynamic simulation model, finding improvements of comfort levels higher than 9% in comparison with the e-scooter reference model. The dynamic model has been qualitatively validated from real measurements. In addition, a basic sensor proposal and comfort colour scale is proposed for giving feedback to e-scooter drivers. [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]

Objectives: Although the use of e-scooters is new, e-scooter traumas have also increased as they began to be used. Our aim in this study is to draw attention to the increasing number of e-scooter accidents and to contribute to the measures that can be taken in this regard. Materials and Methods: We planned the study when we started to receive scooter injuries that we had never encountered in the emergency department of our hospital. As a result of our research, we learned that the use of scooters in our province started in the first quarter of 2022. After creating the study plan and obtaining the approval of the ethics committee, we started collecting cases. From the scooter accidents admitted to the emergency department of our hospital, we included all patients with complete information, including those who agreed to participate in the study and who gave parental consent from accident victims under the age of eighteen. Patients who provided false and incomplete information and refused to participate in the study were not included. Results: While the total number of patients admitted was n=247, n=205 patients were included in our study. Of the patients admitted to the emergency department, 39% (n=80) were female and 61% (n=125) were male. When the trauma sites of the patients were analyzed, it was found that 78.05% (n=160) had extremity trauma, 19.51% (n=40) had head-neck trauma, and 2.44% (n=5) had vertebral trauma. Conclusion: We are of the opinion that serious injuries can be prevented and e-scooters can be made a safer means of transportation by making the necessary legal arrangements, eliminating the infrastructure problem of the cities, building appropriate roads and expanding the use of personal protective equipment. [ABSTRACT FROM AUTHOR]

Copyright of Online Journal of Art & Design is the property of Online Journal of Art & Design 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.)

Urban mobility is a current and hot topic for local administrations, and not only due to the numerous road accidents in urban areas, often caused by the incorrect behaviour of scooter drivers. The diffusion of electric scooters occurred, above all, after the pandemic. While on the one hand, social distancing has forced many to re-evaluate traveling by car, there are many citizens who have adopted innovations such as pedal-assisted bicycles and, above all, electric scooters - the latter being the protagonists of a real boom. In addition to ensuring fast travel and ease of use, the electric scooter and its use have sparked public debate regarding safety and apparent deregulation. Very often in Italy and beyond, the use of electric scooters is associated with a perception of fear and scepticism about micro-mobility, as well as the diffusion of some models relating to sustainable mobility. This derives in part from the previous characteristics of the vehicles produced and manufactured in China that do not comply with the law, and in that case, are truly dangerous. But given the recent rules at both the Italian and European levels, we are very often protected against products that do not comply with the laws, and therefore, we have greater road safety. The recent legislation on use on Italian roads has changed the characteristics of users, vehicles, and infrastructures in which to circulate. The safety of the electric scooter has been a long-debated topic, especially since this vehicle has seen a boom in sales and rentals since 2020, thanks to the incentives for the purchase and the willingness of Italians to use public transport less and less. To define the choice of an electric scooter as a sustainable modal choice, it is necessary, beyond safety, to investigate the perception of users in terms of gender equity, use in the first and last mile, and perception in terms of green transport modes. Starting from this, a survey was implemented, and subsequently, a descriptive statistical analysis was conducted on about 550 users in the metropolis of Palermo in Sicily. The results related to the period 2019-2022 showed that the electric scooter is certainly a practical and green vehicle but must be driven with the same attention we pay in cars or motorcycles. The chi-square analysis defined the trend variations connected to the users' psychosocial parameters according to the user's gender and age. The scenario shows the need for timely interventions, above all to protect vehicle users but also pedestrians who are often involved in accidents due to the use of vehicles on sidewalks. The survey shows that scooter users are the first to request more safety, starting with the creation of protected lanes such as cycle paths or dedicated areas. [ABSTRACT FROM AUTHOR]

• Denmark enacted a mandatory e-scooter helmet law Jan 1, 2022. • We register helmet use in Copenhagen pre- and post- law, using computer vision. • Algorithm-generated data did not differ significantly from human-registered data. • E-scooter helmet use rose from 1.8% pre- to 5.56% post-law in Copenhagen. Problem: E-scooters are a new form of mobility used more frequently in urban environments worldwide. As there is evidence of an increased risk of head injuries, helmets are recommended and (less frequently) legislated. Denmark has enacted mandatory e-scooter helmet use legislation from January 1, 2022. So far, it is unclear how this newly implemented law influenced helmet use of e-scooter riders in Denmark immediately after its implementation. Method: In this observational study, we register and compare e-scooter helmet use before the mandatory helmet use legislation (December 2021) and after (February 2022). As observational survey data collection in the field can be highly time-consuming, we conducted a video-based observation survey. We trained and applied a computer vision algorithm to automatically register e-scooter helmet use in the video data. Results: The trained algorithm produces accurate helmet use data, which does not differ significantly from human-registered helmet use. In applying the algorithm to video data collected in December 2021 and February 2022, we register an overall e-scooter helmet use of 4.4% in n = 1054 riders. Splitting the observation between the time before and after the implementation of the helmet use law reveals a significant increase in helmet use from 1.80% to 5.56%. Discussion: In this study, we successfully train and apply an object detection algorithm to register accurate helmet use data in videos collected in Copenhagen, Denmark. Using this algorithm, we find a significant impact of a new mandatory e-scooter helmet use law on e-scooter riders' helmet use behavior. Limitations of the study as well as future research needs, are discussed. Practical Applications: Computer vision algorithms can be used for accurate e-scooter helmet assessments. Implementing a mandatory helmet use law can increase helmet use of e-scooters at specific observation sites. [ABSTRACT FROM AUTHOR]

Previous literature has shown mixed findings on whether bike or e-scooter share programs, collectively called shared micromobility, play a role in reducing vehicle travel. In this study, we focused on two types of shared micromobility (i.e., bikes—both regular and e-bikes—and escooters). We examined their impact on vehicle travel in urbanized areas in the United States between 2012 and 2019. Employing the difference-in-differences (DID) approach, we quantified the collective effect of shared micromobility on daily vehicle miles of travel (VMT) per capita at the urbanized area level. Our findings suggest that bike shares could reduce VMT while e-scooter share alone might not have a significant impact on lowering vehicle travel. Our results also indicate that there may be a synergistic effect of bike and scooter shares in VMT reduction when both types of shared micromobility are available in an urbanized area. Our findings also demonstrate regional variations in the impact of shared micromobility on vehicle travel. [ABSTRACT FROM AUTHOR]

Acknowledging the growing importance of electric vehicles (EVs) in the face of environmental concerns and increasing mobility needs, this study focuses on enhancing the performance of the electric motor, a critical component in EVs. The electric motor of these battery-powered vehicles is expected to have optimal characteristics and efficiency. This paper presents a comprehensive investigation into the design and optimization of a multi-barrier interior permanent magnet synchronous motor tailored for e-scooters and electric bicycles. A multi-barrier rotor structure is proposed and analysed through finite element method simulations to optimize key design parameters. The parametric analysis examines the influence of geometric variables on key motor performance criteria, including efficiency, cogging torque and weight. A correlation analysis of the variables was conducted. A very high positive correlation (0.999) was revealed, especially between the ‘magnet duct dimension parameter’ and efficiency. A very high negative correlation (−1) was found between ‘distance from duct bottom to shaft surface’ and efficiency. The optimized motor design achieves a theoretical improvement of around 7% in efficiency, reaching an overall efficiency of 89.86%. This study highlights the consideration of multiple factors such as efficiency, cogging torque and weight in the design process for the development of sustainable and high-performance EV motor designs.

The rising popularity of e-scooters in urban areas highlights the importance of understanding potential collision dynamics and consequences to enhance rider safety, especially since 80% of fatalities for these vulnerable road users result from incidents involving motor vehicles. This study aims to identify potential injury mechanisms of e-scooter riders involved in frontal impacts against Sports Utility Vehicles (SUVs) using Finite Element Analysis (FEA) and a Human Body Model (HBM). Six impact scenarios at 25 km/h were simulated: on the passenger's side door (1-SD), on the trunk door (2-TD), on the bonnet (3-FB), on the bonnet from the side (4-SB), on the windshield from the side (5-SW), and finally, on the bonnet with an offset (6-FO). A wide range of Injury Risk Criteria (IRCs) was analyzed, including A3MS, HIC15, BrIC, DAMAGE, Cmax and PC Score, and head contact forces were output. Injury Risk Curves were then used to calculate the probability and severity of the sustained injuries predicted by the mentioned IRCs. Overall, the results corresponding to the most injurious scenarios suggested serious (30% to 40% overall probability) and critical (45% probability for the 4-SB scenario) brain, moderate head (30% probability for scenarios 1-SD and 2-TD), and serious thoracic (26% to 78% overall probability) injuries. Additionally, in two scenarios (1-SD and 2-TD), the e-scooter rider's mandible impacted against the vehicle's roof side rail and rear spoiler, involving potential anterior-posterior serious mandible fractures. The conclusions reached in this study help to understand potential injury sources and provide valuable information for the design of specific safety systems or the creation or improvement of e-scooter legislation.

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.

E-scooters have emerged as a popular micromobility option for short trips, with many cities embracing shared e-scooters to enhance convenience for travelers and reduce reliance on automobiles. Despite their rising popularity, there is a lack of clear understanding of how user preferences and adoption practices vary by location. This study aims to explore user and non-user attitudes towards e-scooter use in diverse urban settings. A meta-analysis of data from three surveys (N = 1197) conducted in Washington, D.C., Miami, FL, and Los Angeles, CA, was performed to compare e-scooter users and non-user profiles, mode choice factors, and attitudes and preferences towards e-scooter use. Additionally, machine learning (ML) and SHAP (SHapley Additive exPlanations) analysis were utilized to identify influential factors in predicting e-scooter use in each city. The results reveal that the majority of e-scooter users are 25 to 39 of age, male, with higher income and a bachelor’s degree, and 92% possess a driver’s license. Significant differences in attitudes between e-scooter users and non-users highlight the complexity of perceptions towards e-scooter usage. The ML model indicates that employment status negatively impacts the prediction of e-scooter users, while factors such as living without a car and using non-motorized modes positively influence e-scooter use. Educational background is a significant e-scooter mode choice factor in Washington, D.C. and Miami, whereas attitudinal questions on car and technology usage are influential in Los Angeles. These findings provide valuable insights into the factors shaping e-scooter adoption, informing urban transportation planning and policymaking and enhancing understanding of shared micromobility and its impact on urban mobility.