Injuries related to electric scooter and bicycle use in a Washington, DC, emergency department
Injuries related to electric scooter and bicycle use in a Washington, DC, emergency department
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DOI：
10.1080/15389588.2021.1913280
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发表时间：
2021-04-06
影响因子：
2
通讯作者：
McCarthy, Melissa L.
中科院分区：
文献类型：
--
作者：
Cicchino, Jessica B.;Kulie, Paige E.;McCarthy, Melissa L.
目的电动滑板车的使用在美国迅速增长。它的流行恰逢许多城市推广骑自行车，但需要更多地了解这些交通方式的比较，以确定骑自行车是否应该作为有关电动滑板车的政策决策和安全期望的适当基准。方法：我们研究了2019年（n = 99）或2015-2017年（n = 337）期间在华盛顿特区急诊科（ED）寻求治疗的与骑电动滑板车（n = 99）或自行车相关的伤害的成年人的特征。结果与自行车事故相比，电动滑板车事故涉及移动车辆的频率（13.1%比37.7%）或发生在道路上的频率（24.5%比50.7%）较低。受伤的电动滑板车使用者中，30-49岁的比例较小（32.3%比48.4%），50岁及以上的比例较大（34.3%比22.6%）或女性（45.5%比29.1%）。电动滑板车骑手下肢远端损伤更为常见（13.1%比3.0%；RR, 2.76; 95% CI, 1.79-3.54），上肢近端损伤（9.1%比20.5%；RR, 0.49; 95% CI, 0.24-0.92）或胸、腹和脊柱损伤（3.0%比14.0%；RR, 0.24; 95% CI, 0.07-0.70）较少见。头部受伤率相似，但电动滑板车骑手更经常经历脑震荡并失去意识（4.0%对0.6%；RR, 3.03; 95% CI, 1.20-4.09），戴头盔的可能性要小得多（2.0%对66.4%）。在全市范围内，骑电动滑板车的人每百万英里的ED发生率高于骑自行车的人（RR, 3.76; 95% CI, 3.08-4.59）。结论电动滑板车和自行车都是较为流行的微动方式，但骑电动滑板车受伤的人群特点、受伤方式和受伤类型存在较大差异。电动滑板车骑手的受伤率虽然目前很高，但随着经验的积累，可能会降低；然而，如果新用户的数量继续攀升，他们将坚持每英里使用ED的次数比骑自行车的人要多。
Objective E-scooter use has grown rapidly in the United States. Its rise in popularity has coincided with the promotion of cycling in many cities, but more needs to be known about how these transportation modes compare to determine if cycling should serve as an appropriate benchmark for policy decisions and safety expectations regarding e-scooters. Methods We examined characteristics of adults seeking treatment in a Washington, DC, emergency department (ED) for injuries associated with riding e-scooters during 2019 (n = 99) or bicycles during 2015-2017 (n = 337). Results E-scooter incidents less frequently involved moving vehicles (13.1% vs. 37.7%) or occurred on roads (24.5% vs. 50.7%) than cycling incidents. A smaller proportion of injured e-scooter riders were ages 30-49 (32.3% vs. 48.4%) and a larger proportion were 50 and older (34.3% vs. 22.6%) or female (45.5% vs. 29.1%). Distal lower extremity injuries were more common among e-scooter riders (13.1% vs. 3.0%; RR, 2.76; 95% CI, 1.79-3.54), and injuries to the proximal upper extremity (9.1% vs. 20.5%; RR, 0.49; 95% CI, 0.24-0.92) or chest, abdomen, and spine (3.0% vs. 14.0%; RR, 0.24; 95% CI, 0.07-0.70) were less common. Head injury rates were similar, but e-scooter riders more often experienced concussion with loss of consciousness (4.0% vs. 0.6%; RR, 3.03; 95% CI, 1.20-4.09) and were far less likely to wear helmets (2.0% vs. 66.4%). Estimated ED presentation rates per million miles traveled citywide were higher among e-scooter riders than cyclists (RR, 3.76; 95% CI, 3.08-4.59). Conclusions E-scooters and bicycles are both popular forms of micromobility, but the characteristics of riders injured on them, the ways in which they become injured, and the types of injuries they sustain differ substantially. E-scooter rider injury rates, though currently high, may decrease as they gain experience; however, if the number of new users continues to climb, they will persist in using the ED more often than cyclists per mile that they travel.