Comparison of motor vehicle-involved e-scooter and bicycle crashes using standardized crash typology

Shah, Nitesh R.; Aryal, Sameer; Yu, Wen; Cherry, Christopher R.

doi:10.1016/j.jsr.2021.03.005

Cited by 69 publications

(35 citation statements)

References 22 publications

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“…As there are statically significant built environment differences between E-scooter and traffic incidents in general, planners should avoid implementing the same traditional measures to mitigate E-scooter incidents. Moreover, a measure to control other micromobility incidents, such as bike-sharing, cannot be the ultimate panacea since E-scooter crashes are not completely interchangeable [7]. Instead, E-scooter incidents should be individually explored and analyzed.…”

Section: Discussionmentioning

confidence: 99%

“…E-scooter crashes do not equal other transportation mode crashes [7]. In addition, higher travel speed is likely associated with E-scooter injuries of greater severity [15].…”

Section: Literature Reviewmentioning

confidence: 96%

“…Types of shared micro-mobility services include station-based bike-sharing, dockless bike-sharing, and E-scooter sharing. E-scooter services have emerged as a commonly used micro-mobility mode in cities [2,[5][6][7]. The first E-scooter sharing program was launched in the U.S. in September 2017 [8].…”

Section: Introductionmentioning

confidence: 99%

“…Past research regarding E-scooters and dockless mobility has identified the usage and travel patterns of E-scooter users [5,9,14] and characteristics of E-scooter user injuries [6,15]. Shah et al proved that E-scooter crash characteristics do not fully replicate the features of other shared micro-mobility crashes [7]. E-scooter users experience more severe vibration events than bike riding in the event of a crash [6].…”

Section: Introductionmentioning

confidence: 99%

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Understanding E-Scooter Incidents Patterns in Street Network Perspective: A Case Study of Travis County, Texas

2021

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Dockless electric scooter (E-scooters) services have emerged in the United States as an alternative form of micro transit in the past few years. With the increasing popularity of E-scooters, it is important for cities to manage their usage to create and maintain safe urban environments. However, E-scooter safety in U.S. urban environments remains unexplored due to the lack of traffic and crash data related to E-scooters. Our study objective is to better understand E-scooter crashes from a street network perspective. New parcel level street network data are obtained from Zillow and curated in Geographic Information System (GIS). We conducted local Moran’s I and independent Z-test to compare where and how the street network that involves E-scooter crash differs spatially with traffic incidents. The analysis results show that there is a spatial correlation between E-scooter crashes and traffic incidents. Nevertheless, E-scooter crashes do not fully replicate characteristics of traffic incidents. Compared to traffic incidents, E-scooter incidents tend to occur adjacent to traffic signals and on primary roads.

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Section: Discussionmentioning

confidence: 99%

“…E-scooter crashes do not equal other transportation mode crashes [7]. In addition, higher travel speed is likely associated with E-scooter injuries of greater severity [15].…”

Section: Literature Reviewmentioning

confidence: 96%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Understanding E-Scooter Incidents Patterns in Street Network Perspective: A Case Study of Travis County, Texas

2021

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“…Therefore, most research is based on hospital records and visits to emergency departments [ 6 , 7 , 8 , 9 , 10 ]. Other authors have focused on massive media reports for constructing crash datasets [ 11 ], whereas only a few studies rely on police-reported crashes [ 12 ]. Although the collision types and severity varied among studies, most of them concluded that the highest percentage of crashes occurs in “sharrows” (a combination of the words “share” and “arrow” referring to roads shared by bikes and cars), followed by sidewalks, with bicycle tracks—striped, buffered or protected—being the safest place for riding.…”

Section: Introductionmentioning

confidence: 99%

Micromobility Users’ Behaviour and Perceived Risk during Meeting Manoeuvres

Fonseca-Cabrera

Llopis-Castelló

Pérez-Zuriaga

et al. 2021

IJERPH

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Mobility patterns and lifestyles have changed in recent years in cities worldwide, thanks to the strong rise in modes of travel commonly referred to as micromobility. In this context, e-scooters have experienced a great rise globally which has led to an increase of crashes involving this type of micromobility vehicle in urban areas. Thus, there is a need to study e-scooter users’ behaviour and their interaction with cyclists. This research aimed at characterizing the meeting manoeuvre between micromobility users along diverse typologies of two-way bicycle track by using an instrumented e-scooter. As a result, bicycle tracks having concrete or vegetated curb presented lower clearance distance (≈0.8 m) than those without edge elements (>1 m), with no statistically significant differences found between the interaction with bicycles and e-scooters. Additionally, an online questionnaire was proposed to assess users’ perceived risk during the meeting manoeuvre, concluding that micromobility users feel safer and more comfortable riding on pavements away from parked or moving motorized traffic, and on protected bicycle tracks.

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Impact of modern recreational conveyances on rates of pediatric craniofacial fractures

Hirsch,

Wang,

Mann

2024

Laryngoscope Investig Oto

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ObjectiveTrauma remains the leading cause of death for children over a year old. Motorized recreational conveyances (RCs) adds another potential cause of pediatric trauma. This study aims to determine the impact of adding electric motors to RCs on the severity and frequency of pediatric injuries and craniofacial fractures.MethodsPediatric trauma information was obtained from the National Electronic Injury Surveillance System (NEISS) database between 2012 and 2021. Demographics, injury cause, diagnoses, and incident narrative were collected. Bivariate and multivariate regression analyses were used to determine injury factors associated with serious injuries.ResultsOne million five hundred ninety‐six thousand five hundred fifty‐nine encounters were examined; 113,905 (7.1%) were related to pediatric RCs and 5354 (5.4%) of those involved RCs with electric motors. 14.3% of injuries were related to scooters, 18.6% to skateboards, 54.2% to bicycles, and 12.9% to other RCs. There were significant differences in age, sex, race, helmet use, serious injuries, and craniofacial fractures between RC modalities. RC users were more likely to develop facial fractures (OR 2.12; 95%CI 2.01, 2.23; p < .001) and be involved in serious injuries (OR 1.42; 95%CI 1.38, 1.46; p < .001). Compared to their self‐propelled counterparts, motorized scooters (OR 2.24; 95%CI 1.86, 2.69; p < .001) but not motorized skateboards (OR 1.01; 95%CI 0.88, 1.17; p = 0.88) were more likely to cause serious injuries. Helmet use was associated with fewer serious injuries (OR 0.5; 95%CI 0.46, 0.54; p < .001), facial fractures (OR 0.48; 95%CI 0.41, 0.55; p < .001), and skull fractures (OR 0.13; 95%CI 0.09, 0.17; p < .001).ConclusionsThe addition of electric motors to RCs significantly increases the risk of pediatric craniofacial fractures and serious injuries.Level of Evidence3.

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Comparison of motor vehicle-involved e-scooter and bicycle crashes using standardized crash typology

Cited by 69 publications

References 22 publications

Understanding E-Scooter Incidents Patterns in Street Network Perspective: A Case Study of Travis County, Texas

Understanding E-Scooter Incidents Patterns in Street Network Perspective: A Case Study of Travis County, Texas

Micromobility Users’ Behaviour and Perceived Risk during Meeting Manoeuvres

Impact of modern recreational conveyances on rates of pediatric craniofacial fractures

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