This September 2023 report by staff at the US Consumer Product Safety Commission compiles injury and fatality data involving micromobility devices, using data that was available at the time of publication. As the report notes multiple times, the aggregate data is fairly coarse and CPSC staff could only follow up on so many reports.

Nevertheless, the report offers some rather interesting insights on e-scooters, hoverboards, and ebikes, although at 42 pages, some might prefer to just read the Executive Summary – which is just 4 pages – and skim the figures and tables.

Some of my takeaways from the report:

  • ER visits for e-scooters have been at least double that of ebikes, although ebike data was below the reporting minimum so that data was estimated (page 10)
  • E-scooters and hoverboards ER visits by female/male are 35%/65% and 55%/45%, but ebikes are disproportionate at 24%/76% (page 12)
  • Two-thirds of hoverboard ER visits are for 5-14 year olds, the largest group of any age range for any micromobility device (page 13)
  • The vast, vast majority of ebike ER visits were incurred while riding on a public road or public property. No surprise there. (page 14)
  • July has the most ebike ER visits (14% of annual total), and January/February the least (3% each of annual total) (page 15)
  • The report has a whole section dedicated to e-scooters, starting at page 17
  • One-third (32%) of treated e-scooter injuries indicated the rider was carrying or holding onto something, with 61% indicated not holding, and 7% unspecified (page 21)
  • 13% of treated e-scooter injuries indicated the rider was wearing a helmet, with 51% unspecified (page 22)
  • Between 2017 and 2022, using available data, CPSC found 104 deaths related to ebikes. These deaths skew heavily male (84 deaths) and 25+ years old (87 deaths) (page 23-24)
  • 58 of 104 ebike deaths involved collisions with motor vehicles, the leading cause. The data does not specify whether the ebike or motor vehicles or both were in motion at time of collision (page 25)
  • 8 of 104 ebike deaths involved pedestrian collisions, composed of six pedestrians and two ebike riders
  • 2 of 104 ebike deaths involved fire by the ebike batteries
  • 18 of 104 ebike deaths involved collisions with terrain, roadway features, or wayside obstacles (page 25)
  • Of 59 ebike injury reports that CPSC staff followed up, 28 identified fire hazards, the leading cause. 24 of 59 involved non-brake mechanical issues, such as bicycle components failing or detaching (page 28)
  • Showroom7561@lemmy.caEnglish
    2·
    4 months ago

    Really great report. It’s hard to distill the data, because there are so many factors that go into a crash.

    It’s also important to note that the increase in the number of accidents is more than likely as a result of massive growth of these vehicles during that timeframe.

    Brake failure, especially in rentals, can be caused by vandalism/sabotage. I’ve heard (from a rental scooter company rep) that brake lines are often cut or tampered with by NIMBYs.

    13% of treated e-scooter injuries indicated the rider was wearing a helmet

    This point really bothers me.

    • litchralee@sh.itjust.worksOPEnglish
      0·
      4 months ago

      I’ve heard (from a rental scooter company rep) that brake lines are often cut or tampered with by NIMBYs.

      That’s wild. Chucking an e-scooter into a ditch or canal is one thing, but outright sabotage – if it has been shown to actually happen – is quite the violent step up. Fortunately, though, I think a concerned rider can quickly check for a fully-severed brake cable by pulling the brake handle before they set off.

      This point really bothers me.

      In that helmet use is too low? Or that it’s higher than expected? Also note that that’s the figure for people who needed treatment. The data is incomplete, since injured people wearing helmets may not have needed treatment at all, and we don’t have the figures on those people.

      • Showroom7561@lemmy.caEnglish
        2·
        4 months ago

        … but outright sabotage – if it has been shown to actually happen – is quite the violent step up. Fortunately, though, I think a concerned rider can quickly check for a fully-severed brake cable by pulling the brake handle before they set off.

        Yes, easy to check as a rider, but only if you’re aware of it. Even loosening the cable will give you a sense that it “works”, but won’t stop you at speed.

        This particular manufacturer redesigned their newer models specifically to hide the brake components because of this problem.

        In that helmet use is too low? Or that it’s higher than expected?

        Way too low! Should be 100% with e-scooters, with a full-face helmet being preferred.

        Also note that that’s the figure for people who needed treatment. The data is incomplete, since injured people wearing helmets may not have needed treatment at all, and we don’t have the figures on those people.

        Very true. There have been loads of study on e-scooter injuries, but even those who are wearing helmets may not be wearing the most appropriate type of helmet. Again, full-face is preferred due to how an e-scooter rider is likely to fall face first.

        Another important data point which hasn’t been touched on is the impact (no pun intended) of small wheel e-scooters (<10" wheels) vs larger-wheeled (16") e-scooters. The latter is ALWAYS going to be safer, especially where potholes and shitty infrastructure are a concern.

        • litchralee@sh.itjust.worksOPEnglish
          0·
          4 months ago

          I’ve known at least two people who ate dirt while riding an e-scooter, with one of them hitting the ground chin first. A full-faced helmet probably would have helped, although I can’t say that with certainty, as a chin impact causes a torque on the neck and a helmet would elongate the torque arm, potentially exacerbating neck injuries even while softening the direct impact to the face. This person has since fully recovered and sworn off e-scooters entirely.

          Now, of course, if e-scooter riders all wore full helmets with HANS devices, the situation would be categorically improved.

          • Showroom7561@lemmy.caEnglish
            2·
            4 months ago

            I’ve known at least two people who ate dirt while riding an e-scooter, with one of them hitting the ground chin first. A full-faced helmet probably would have helped, although I can’t say that with certainty, as a chin impact causes a torque on the neck and a helmet would elongate the torque arm, potentially exacerbating neck injuries even while softening the direct impact to the face.

            It could depend on the speed. Higher risk of added injury if you’re going fast, but a simple rental e-scooter rider hitting a pothole or curb and going face down at 10km/h would benefit from the protection.

            Still, it’s the brain you want to keep intact, and not wearing any protection just seems insane.

            I strongly believe that larger wheel e-scooters could greatly minimize crashes and injuries, but 90% of it still rests on the rider’s skill and experience.

            • litchralee@sh.itjust.worksOPEnglish
              0·
              4 months ago

              I strongly believe that larger wheel e-scooters could greatly minimize crashes and injuries, but 90% of it still rests on the rider’s skill and experience.

              I agree. I personally would like to see “adult scooters” (eg Schwinn Shuffle) become more popular, since with electric assist, these would be more stable at speed. That said, they would make the most sense as part of a shared network, since storing an adult scooter is basically the same size as a bicycle.

  • litchralee@sh.itjust.worksOPEnglish
    1·
    4 months ago

    I came across this report because it’s mentioned by reference in the CPSC’s request for comments (RFC). That is, the CPSC is soliciting comments on how CPSC should address the spate of ebike injuries, as described in this staff report.

    Note that CPSC is not seeking battery-related comments in their current RFC, and will have a different RFC covering batteries for all micromobility devices later. The current RFC has 52 questions seeking:

    • more data on ebike injuries
    • ebike risk factors not already mentioned in the RFC
    • what sort of ebike characteristics should/shouldn’t CPSC author regulations about
    • the state of children’s ebikes
    • evidence from other places that tried to address bike injuries
    • what deficiencies exist in the current regulations when extended to cover ebikes
    • and more!

    Anyone can submit comments to the CPSC, which will become part of the public record, potentially influencing future CPSC policy once they decide to draft a rule. You can also subscribe to all ebike-related rule-making actions by the CPSC using the Subscribe button at this link on the Federal Register.