Electric scooters as a silent source of danger in increasing use among young people: A single-center in-depth accident analysis

ABSTRACT BACKGROUND: The reasons for the increase in accidents involving shared stand-up e-scooters in recent years may be the widespread use of e-scooters among young people, especially in metropolitan areas with heavy traffic, non-compliance with traffic rules, and insufficient legal regulations. In this study, we analyzed in detail the typical features of rider-sharing e-scooter-related injuries brought to the emergency department of our hospital in the light of current literature. METHODS: The clinical and accident characteristics of 60 patients with surgical requirements who were brought to the emergency department of our hospital due to e-scooter-related accidents between 2020 and 2020 were analyzed using statistical methods retrospectively. RESULTS: The majority of the victims were university students and the number of victims of the male gender was slightly higher and the mean age was 25.3±13.0 years. Most e-scooter accidents occur on weekdays. Most of the e-scooter-related accidents happen on weekdays and are non-collision type accidents. The majority of e-scooter-related accident victims were in the minor trauma group (injury severity scor

The Impact of Standing Electric Scooters on Maxillofacial Fractures: An Italian Multi-Centric Epidemiological Study

Objectives: This study aimed to determine the impact of standing electric scooters on maxillofacial on the Italian territory. Methods: The authors analyzed the epidemiology of the injuries to define electric mobility's impact on maxillofacial surgery practice. For this retrospective cohort study, data were collected by unifying the standing e-scooter-related fractures database from 10 Italian maxillofacial surgery departments. The reference period considered was from January 2020 to December 2023. The main data considered included age, gender, type of access, time slot of admission, type of admission, alcohol level, helmet use, dynamics of the accident, and area of the fracture. Results: A total of 79 patients were enrolled. The average age of the participants was approximately 31 years. The blood alcohol level was found to be above the Italian norm in 15 cases (19%). Only one patient wore a helmet. The most affected facial third was the middle one with 36 cases (45.5%), followed by the lower one (31, 39.3%). The most recurrent patterns were fractures of the orbito-malar-zygomatic complex (15, 19%), followed by multifocal (bifocal, trifocal) fractures of the mandible (14, 17.5%). Conclusions: This study demonstrated how maxillofacial fractures related to the use of electric scooters are associated with complex patterns, associated with a high rate of post-surgical aftermaths

Alcohol intoxication and lack of helmet use are common in electric scooter-related traumatic brain injuries : a consecutive patient series from a tertiary university hospital

Purpose Clinicians have increasingly encountered traumatic brain injuries (TBI) related to electric scooter (ES) accidents. In this study, we aim to identify the modifiable risk factors for ES-related TBIs. Methods A retrospective cohort of consecutive patients treated for ES-related traumatic brain injuries in a tertiary university hospital between May 2019 and September 2021 was identified and employed for the study. The characteristics of the accidents along with the clinical and imaging findings of the injuries were collected from the patient charts. Results During the study period, 104 TBIs related to ES accidents were identified. There was a high occurrence of accidents late at night and on Saturdays. In four cases, the patient's helmet use was mentioned (3.8%). Seventy-four patients (71%) were intoxicated. At the scene of the accident, seventy-seven (74%) of the patients had a Glasgow Coma Scale score of 13-15, three patients (3%) had a score of 9-12, and two patients (2%) had a score of 3-8. The majority (83%) of TBIs were diagnosed as concussions. Eighteen patients had evidence of intracranial injuries in the imagining. Two patients required neurosurgical procedures. The estimated population standardized incidence increased from 7.0/100,000 (95% CI 3.5-11/100,000) in 2019 to 27/100,000 (95% CI 20-34/100,000) in 2021. Conclusions Alcohol intoxication and the lack of a helmet were common in TBIs caused by ES accidents. Most of the accidents occurred late at night. Targeting these modifiable factors could decrease the incidence of ES-related TBIs.Peer reviewe

Alcohol intoxication and lack of helmet use are common in electric scooter-related traumatic brain injuries: a consecutive patient series from a tertiary university hospital

Purpose: Clinicians have increasingly encountered traumatic brain injuries (TBI) related to electric scooter (ES) accidents. In this study, we aim to identify the modifiable risk factors for ES-related TBIs.Methods: A retrospective cohort of consecutive patients treated for ES-related traumatic brain injuries in a tertiary university hospital between May 2019 and September 2021 was identified and employed for the study. The characteristics of the accidents along with the clinical and imaging findings of the injuries were collected from the patient charts.Results: During the study period, 104 TBIs related to ES accidents were identified. There was a high occurrence of accidents late at night and on Saturdays. In four cases, the patient’s helmet use was mentioned (3.8%). Seventy-four patients (71%) were intoxicated. At the scene of the accident, seventy-seven (74%) of the patients had a Glasgow Coma Scale score of 13–15, three patients (3%) had a score of 9–12, and two patients (2%) had a score of 3–8. The majority (83%) of TBIs were diagnosed as concussions. Eighteen patients had evidence of intracranial injuries in the imagining. Two patients required neurosurgical procedures. The estimated population standardized incidence increased from 7.0/100,000 (95% CI 3.5–11/100,000) in 2019 to 27/100,000 (95% CI 20–34/100,000) in 2021.Conclusions: Alcohol intoxication and the lack of a helmet were common in TBIs caused by ES accidents. Most of the accidents occurred late at night. Targeting these modifiable factors could decrease the incidence of ES-related TBIs.</p

Alcohol intoxication and lack of helmet use are common in electric scooter-related traumatic brain injuries: a consecutive patient series from a tertiary university hospital

Purpose: Clinicians have increasingly encountered traumatic brain injuries (TBI) related to electric scooter (ES) accidents. In this study, we aim to identify the modifiable risk factors for ES-related TBIs.Methods: A retrospective cohort of consecutive patients treated for ES-related traumatic brain injuries in a tertiary university hospital between May 2019 and September 2021 was identified and employed for the study. The characteristics of the accidents along with the clinical and imaging findings of the injuries were collected from the patient charts.Results: During the study period, 104 TBIs related to ES accidents were identified. There was a high occurrence of accidents late at night and on Saturdays. In four cases, the patient’s helmet use was mentioned (3.8%). Seventy-four patients (71%) were intoxicated. At the scene of the accident, seventy-seven (74%) of the patients had a Glasgow Coma Scale score of 13–15, three patients (3%) had a score of 9–12, and two patients (2%) had a score of 3–8. The majority (83%) of TBIs were diagnosed as concussions. Eighteen patients had evidence of intracranial injuries in the imagining. Two patients required neurosurgical procedures. The estimated population standardized incidence increased from 7.0/100,000 (95% CI 3.5–11/100,000) in 2019 to 27/100,000 (95% CI 20–34/100,000) in 2021.Conclusions: Alcohol intoxication and the lack of a helmet were common in TBIs caused by ES accidents. Most of the accidents occurred late at night. Targeting these modifiable factors could decrease the incidence of ES-related TBIs.</p

Assessing air quality and physical risks to E-scooter riders in urban environments through artificial intelligence and a mixed methods approach

The need to develop green and smart transport solutions for NetZero cities to reduce carbon emissions through the use of clean energy is driving innovation in cities around the world. A result of this trend is a rise in micro-mobility solutions such as e-scooters in cities around the globe. Nottingham (UK) is one of the cities that conducted an e-scooter pilot scheme permitting the rental of e-scooters to travel around the city in a bid to encourage more sustainable personal transport use. However, to ensure pedestrian safety, e-scooters are required to be ridden on the road network among cars. Hence, giving rise to two potential risks for e-scooter users: the air quality that they breathe and the physical risk of being near cars, whose drivers may be unfamiliar with seeing e-scooters on the road. This study seeks to explore this interaction using a mixed methods approach to explore the experiences of e-scooter riders in respect to their physical safety and exposure to air pollution. The research makes use of two quantitative surveys an international e-scooter user survey n = 801 and a survey of UK car drivers n = 92, focussed qualitative e-scooter rider interviews and quantitative in-depth road data collection trials comprising of air quality particulate sensing, video capturing around the rider and GPS tracking. The in-depth road data was analysed using an AI approach utilising the ASPS approach, the automated sensor and signal processing approach, implemented for image and signal processing to detect the existence of cars alongside the pollution readings. The findings show that e-scooter riders are typically aware of physical dangers to their safety from other road users, as well as how their presence among pedestrians can impact on more vulnerable users; however, they were unaware of the prevalence and effects of air pollution on them whilst riding. The study highlights the need for a multifaceted approach to improvements in safety for micro-mobility users, predominately considering suitable infrastructure to sperate them from motor vehicles and pedestrians but also the need to consider the proximity to emission emitting vehicles, developing infrastructure in green spaces to address these air pollution levels

Accidentes de patinente eléctrico : estudio observacional en el Hospital Universitário Son Espases

[spa] Los accidentes de patinete eléctrico han experimentado un aumento en varios países en los últimos años. El principal objetivo es estimar la incidencia de lesiones resultantes de estos accidentes, describir los patrones de lesiones observados y analizar la asociación con factores externos. Se realizó un estudio observacional retrospectivo que abarca las lesiones registradas en el Hospital Universitari Son Espases entre 2021 y 2023. Los datos fueron obtenidos del sistema de historias clínicas del hospital. Se incluyeron en el estudio todos los pacientes mayores de dieciocho años que sufrieron lesiones relacionadas con Vehículos de Movilidad Personal (VMP) y que fueron atendidos en el Hospital Universitari de Son Espases. Se identificaron 38 conductores lesionados tras accidentes VMP, con un total de 46 lesiones. La mediana de edad fue de 38 años (rango 19-55), con un predominio en hombres (68,4 %). Las lesiones más comunes ocurrieron en las extremidades inferiores y superiores, destacando las lesiones de tobillos (21,7 %) y de radio (19,6 %). Se observó un incremento en la incidencia de accidentes en las últimas horas de la tarde, posiblemente relacionado con el cansancio de los trabajadores que regresan a sus hogares y condiciones de visibilidad menos favorables. Además, la mayoría requirieron tratamiento quirúrgico (63,0 %). Los resultados obtenidos sugieren una incidencia significativa de lesiones debido a estos accidentes. La consideración de factores externos es crucial para la prevención de estos. El alto porcentaje de pacientes sometidos a tratamiento quirúrgico resalta la gravedad de algunas lesiones asociadas a estos accidente

Bicycle trauma and it‘s consequences

The popularity to ride a bicycle is increasing worldwide and significant political efforts are made to promote cycling. To bike to work is generally seen as a health-conscious and environment friendly way of commuting. Bicyclists, however, are vulnerable road users and in a crash, the risk of injury is substantial. Cyclists often are individuals in working age, hence injuries, persisting disability or pain following bicycle trauma can cause serious consequences for the individuals as well as for the society. In study I, we performed a retrospective study of 186 bicycle trauma patients at Karolinska Trauma Center during a 3-year period, to assess helmet use and injury pattern following a bicycle accident. Data was collected from the hospital records. Less than half of the patients (43.5 %) used a bicycle helmet at the time of the crash. Non-helmet use was associated with an increased risk of injury to head and face in collisions, whereas helmet use was associated with an increased risk of limb injuries in all types of crashes. In study II, we performed a retrospective database study including 127 bicycle trauma patients admitted to Karolinska Trauma Center with admission samples of the brain injury marker S100B. Computed tomography (CT) scans of the head were reviewed and categorized, and clinical data was collected from case records. S100B levels were independently correlated with intracranial pathology as well as with the extent of extracranial injury. Admission levels of S100B correlated with both Injury Severity Score (ISS) and length of stay suggesting S100B to be a good marker of aggregated injury severity. For study III, 173 bicycle trauma patients treated at Karolinska Trauma Center from 2010 to 2012 received Hadorn’s Quality of Life (QoL) questionnaire six months after the trauma. Medical data was collected from the hospital records. More than 70% of the bicycle trauma patients still suffered from physical symptoms even though only 15% were severely injured. Risk factors for an impaired QoL were cervical spine injuries, facial fractures, Glasgow Coma Scale (GCS) £ 13 and ISS > 15. For study IV, 907 bicycle trauma patients registered in Karolinska Trauma Register (KTR) between 2006 – 2015 were matched with comparators from the general population on age, sex, and municipality. Information about dispensed prescription opioids, data on injuries, comorbidity, and socioeconomic factors were retrieved from national registers. Of all bicycle trauma patients, 46 % used prescription opioids after the trauma whereof 8 % became longterm opioid users. Severe injury to the lower extremities was associated with an increased risk of long-term opioid use whereas high educational level was associated with a risk reduction