The number of injuries from e-bikes and powered scooters dramatically increased between 2019 and 2022, rising by 293 percent and 88 percent, respectively. This study from the Columbia University Mailman School of Public Health contributes to the understanding of sociodemographic factors and risks associated with these types of injuries, filling a notable gap in existing knowledge. The findings are detailed in the American Journal of Public Health.
The number of injuries involving e-bikes and powered scooters rose significantly from 2019 to 2022, with increases of 293 percent for e-bikes and 88 percent for powered scooters, highlights a recent study from Columbia University Mailman School of Public Health. This research enhances the understanding of the sociodemographic factors and risk variables related to injuries from micro-mobility vehicles, addressing important gaps in current knowledge. The results are published in the American Journal of Public Health.
Micromobility typically encompasses a variety of small, low-speed transportation options, whether human- or electric-powered. Between 2019 and 2022, e-bike sales skyrocketed by 269 percent, overtaking the sales of electric cars and trucks according to several news reports.
“These findings emphasize the critical need for improved monitoring of micromobility injuries and the development of strategies to enhance user safety, ensuring that micromobility can be a safe, sustainable, equitable, and healthy transportation choice,” stated Kathryn Burford, PhD, from the Department of Epidemiology at Columbia Mailman School and lead author. “Understanding the types of injuries and associated risk factors for different modes of transport can guide resource allocation, emergency department usage, and policy development to promote safe micromobility practices.”
The researchers analyzed data from the National Electronic Injury Surveillance System (NEISS) for the years 2019 to 2022 to assess the national impact of injuries related to micromobility devices. They examined patterns and trends from an estimated 1,933,296 injuries involving e-bikes, bicycles, hoverboards, and powered scooters. NEISS collects data from 96 U.S. hospitals that have a minimum of 6 beds and an emergency department (ED).
From a total of 48,857,022 injuries that resulted in ED visits during this period, the researchers estimated that 1,933,296 were related to micromobility devices. Bicycles accounted for the majority, with 33.2 injuries per 1,000 total ED injuries, followed by powered scooters at 3.4; e-bikes at 1.2; and hoverboards at 1.8.
Among hoverboard injuries, 76 percent involved individuals younger than 18 years, whereas e-bike injuries involved 14.5 percent and powered scooter injuries 16 percent in the same age group.
In contrast, 57 percent of powered scooter injuries, 49 percent of e-bike injuries, and 31 percent of bicycle injuries occurred in individuals aged 18 to 44 years. Older adults (ages 65-84) primarily experienced bicycle-related injuries, followed closely by e-bike injuries.
Males were more frequently injured in incidents involving powered scooters and bicycles compared to females.
Powered scooter injuries showed the highest rates of alcohol use, with e-bike injuries following. When helmet use was reported, about 20 percent of the cases indicated that injured bicycle and e-bike riders were more likely to wear helmets than those injured on powered scooters or hoverboards. The lowest helmet use was noted among hoverboard injuries, which were also more frequently diagnosed as concussions.
Overall, injuries related to hoverboards declined over the four years, especially among younger populations, possibly due to a warning issued by the American Academy of Pediatrics about the risks of hoverboard usage in 2018. “In contrast, the significant rise in electric micromobility injuries could be linked to inadequate access to education and regulation around protective gear, as shared systems such as NYC’s Citi Bike do not mandate helmet provision for users,” explained Andrew Rundle, DrPH, a professor of Epidemiology and a senior author of the study.
The authors previously noted in another publication that the lack of comprehensive data on helmet use, substance use, and other risk factors poses a significant challenge in national datasets like NEISS.
“There is currently insufficient legislation governing the usage locations of micromobility devices, and regulations concerning their operation under the influence of alcohol or drugs are inconsistent and historically challenging to enact,” Burford added.
Burford and Rundle suggested that enhancing active transportation infrastructure, such as protected bike lanes in high-traffic areas, could provide cities an effective and rapid solution for improving safety for micromobility users. They plan to conduct further research to identify architectural features associated with reduced injury risks for micromobility riders in busy urban settings.
Co-authors of the study include Nicole Itzkowitz from Columbia Mailman School of Public Health; Charles Di Maggio from NYU Grossman School of Medicine; and Stephen Mooney from the University of Washington’s School of Public Health.
This research received support from the National Institute of Environmental Health Sciences with grants T32ES007322-21 and 5T32ES007322-22, as well as from the Centers for Disease Control and Prevention with grant R49CE003094.
The authors have disclosed no conflicts of interest.
