For example,
Scooter riders three times more:
Young people, without a helmet and often under the influence, the standing riders standing in Helsinki emergency rooms at much higher rates than cyclists, highlighting the urgent security gaps in urban mobility.
Study: Comparison of the characteristics of the electric scooter and bicycle injuries: a retrospective cohort study. Nevertheless, Image credit: Andrey_popov / Shuttertock
In a recent study published in the journal Scientific relationshipsA group of researchers has quantified. In addition, contrasting the incidence, severity and risk factors for stand-up electric scooter (e-scooter) and bicycle injuries.
Background – Scooter riders three times more
Imagine a Friday evening in the city center: scooter riders three times more Flash-Flash, the Radeshares queue and the wheels buzz the traffic. Consequently, Micromobility maintains moving streets. For example, but previous studies estimate that around 10 cyclists out of 100,000 land in an emergency service (ED) after a standing scooter rotation, but the specific rate in Helsinki was 7.8 per 100,000 trips. Therefore, It is triple the toll for bikes. In addition, Unlike cars, these platforms do not offer a crumpled area; The rider is the bumper.
Young adults, the end of the evening, alcohol and helmets left home create a risky mixture. However, Knowing how scooter accidents differ from bike accidents can guide speed ceilings, safety campaigns and tracks. In addition, Additional research should confirm what measures really flatten the injury curve.
About the study
The team carried out a scooter cohort analysis. Nevertheless, bicycle injuries treated in three eds between January 1, 2022 and December 31, 2023. scooter riders three times more Therefore, Anonymized cases were extracted from keyword research in the hospital data pool. Nevertheless, and the recordings were selected to confirm a crash. Consequently, Age, sex, timing, helmet consumption, alcohol tests and the details of injuries have been abstract. Therefore, The most severe lesion was coded with the abridged injury score (AIS). and the composite score of the seriousness of the injury (NISS) captured the burden of trauma.
User denominators have come from two sources: the travel journals provided by the Vianova CityScope service for shared scooters. derived estimates of bicycle travel survey. The incidence of injuries for 100,000 trips and relative risk (RR) with a 95% 95% confidence interval (CI) has been calculated.
The continuous variables with a Gaussian distribution are indicated in the form of averages. standard deviations (SD); The proportions are given in the form of counts and percentages. Statistical comparisons used the exact T tests, the scooter riders three times more Square chi (χ²) or the students, if necessary, with a meaning fixed at 0.05. The analyzes followed the Strobe control list and were executed in version 29 of the SPSS. The hospital research committee approved the protocol and renounced informed consent, and all procedures were in accordance with local regulations.
Study results
In the two -year window, EDS treated 677 standing scooters and 1,889 cyclists for trauma related to the accident. Average age: 33 ± 13 against 47 ± 17 years; The males constituted 64% and 59% respectively. The adoption of the helmet was rare among the scooter runners, only 29 people (4%), contrasting with 522 helmets (28%). Alcohol played a major role, because tests and notes indicated poisoning in 29% of scooter runners against 8% of cyclists.
The binding of exposure injuries revealed a clearer disparity. Shared scooter newspapers recorded 8.06 million trips, which gave an scooter riders three times more emergency impact of 7.8 injuries per 100,000 trips. Estimates based on the survey suggested 82.98 million bicycle trips, corresponding to 2.2 injuries per 100,000 outings. The RR resulting for the scooter trip was 3.6 (95%CI: 3.3 to 3.9), stressing a risk more than triple that of the bicycle.
The injury models also diverged because a head. neck trauma occurred in 46% of scooter accidents, compared to 31% of bicycle accidents, while cyclists carried more injuries by a higher member (45%) and torso (11%). The craniofacial fractures were the archetypal rupture of the scooter (12%). while the fractures of the wrist and hands dominated cycle injuries (9%). The AIS distribution was slightly biased for both modes, but scooters had a slightly higher share of serious injuries (10% against 8%). The case of a unique critical scooter involved a diffuse axonal lesion (DAI), while a cyclist experienced several intracranial hemorrhages.
The consumption scooter riders three times more of resources reflected these profiles. Eight scooter runners (1.2%) required admission to an intensive care unit (USI), seven with head trauma and six in intoxication. Cyclists recorded 12 stays in USI (0.6%). Operating management was more common after bicycle accidents (13%) than scooter accidents (8%). largely because the orthopedic teams have placed wrists, collarbones and fractured ribs. Overall, admission rates to hospitalized patients were low, but cyclists again bordered scooters (9.8% against 8.1%).
Seventy-nine percent of cycling accidents occurred between 8 a.m. and 10 a.m., while 60% of scooter accidents occurred during these hours and 40% occurred overnight. Half of the nocturnal scooter accidents involved alcohol, compared to a fifth of night cycling accidents. Among the cyclists in intoxication, the use of the helmet was rare. Despite a night limit of 15 km / h on the rentals since 2021. summer evenings have still produced dense clusters of alcohol -related scooter riders three times more head injury among shuttlers. This trend persisted during seasons and installations.
Scooter riders three times more
Conclusions
To summarize. this comparative analysis indicates that the displacement of stand-up e-scooter currently has a higher injury burden than traditional cycling. Scooter runners were younger. more often intoxicating, rarely busy and particularly vulnerable to head trauma, while cyclists mainly injured their arms and chest but required more surgery.
Even with speed ceilings, the RR remained 3,6, which suggests that behavior, not technology, strengthens evil. Municipalities should prioritize helmet campaigns, integrate alcohol checks into rental applications and consider other night restrictions.
Future prospective studies should test if such interventions, as well as redesigned routes, reduce emergency visits and uses in USI. As with all retrospective observation studies. caution is notified when interpreting causality, and incomplete or missing data can influence the results.
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