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Background:
Electric bicycles (E-bikes) are an increasingly popular means of transport, and have been designed for a higher speed comparable to that of small motorcycles. Accident statistics show that E-bikes are increasingly involved in traffic accidents. To test the hypothesis of whether accidents involving E-bikes bear more resemblance to motor...
Contexts in source publication
Context 1
... average age at the time of injury was 56 years for E-bikers, which was the oldest group by far, compared to 42 years for the bicyclists and 41 years for the motorcyclists. The male-to-female ratio in total was 3.2 to 1. Motorcyclists had the highest male rate with 88% (n = 515) followed by the bicyclists with 72% (n = 816) and the E-bikers with the lowest of 61% (n = 41, Table 1). Motorcyclists had the significantly highest collision proportion with 41% (n = 243). ...Context 2
... average age at the time of injury was 56 years for E-bikers, which was the oldest group by far, compared to 42 years for the bicyclists and 41 years for the motorcyclists. The male-to-female ratio in total was 3.2 to 1. Motorcyclists had the highest male rate with 88% (n = 515) followed by the bicyclists with 72% (n = 816) and the E-bikers with the lowest of 61% (n = 41, Table 1). Motorcyclists had the significantly highest collision proportion with 41% (n = 243). ...Context 3
... average age at the time of injury was 56 years for E-bikers, which was the oldest group by far, compared to 42 years for the bicyclists and 41 years for the motorcyclists. The male-to-female ratio in total was 3.2 to 1. Motorcyclists had the highest male rate with 88% (n = 515) followed by the bicyclists with 72% (n = 816) and the E-bikers with the lowest of 61% (n = 41, Table 1). Motorcyclists had the significantly highest collision proportion with 41% (n = 243). ...Citations
... While some studies have addressed accident characteristics [6] or riding behavior [7], others have examined injury severity [3,5,[8][9][10] or injury patterns associated with E-bike accidents [2,4,5,[8][9][10][11][12]. However, to date, only few studies have compared E-bike-related injuries with injury patterns of conventional bicyclists or motorcyclists [2,3,11]. ...
... While some studies have addressed accident characteristics [6] or riding behavior [7], others have examined injury severity [3,5,[8][9][10] or injury patterns associated with E-bike accidents [2,4,5,[8][9][10][11][12]. However, to date, only few studies have compared E-bike-related injuries with injury patterns of conventional bicyclists or motorcyclists [2,3,11]. A recent study comparing the injury patterns of E-bikers, bicyclists, and motorcyclists showed that the overall injury pattern between E-bikers and conventional bicyclists is comparable and suggested that the differences in injury patterns compared to motorcycle accidents might be related to differences in speed at the time of the accident, different protective gear, and vehicle architecture [2]. ...
... However, to date, only few studies have compared E-bike-related injuries with injury patterns of conventional bicyclists or motorcyclists [2,3,11]. A recent study comparing the injury patterns of E-bikers, bicyclists, and motorcyclists showed that the overall injury pattern between E-bikers and conventional bicyclists is comparable and suggested that the differences in injury patterns compared to motorcycle accidents might be related to differences in speed at the time of the accident, different protective gear, and vehicle architecture [2]. Interestingly, a higher rate of craniocerebral trauma was found in E-bikers involved in accidents compared to bicyclists [2]. ...
Purpose
With the growing technical options of power transmission and energy-saving options in electric drives, the number of E-bike-related accidents especially in an elderly population has increased. The aim of the current study was to compare if the increased velocity in comparison to conventional bikes translates into different injury patterns in the cranio-cervical and head region.
Methods
A retrospective cohort study was performed in patients admitted to our level one trauma center between 2009 and 2019 after being involved in an accident with either an E-bike, bicycle, or motorcycle and suffered cranio-cervical or traumatic brain injury. Outcomes: cranio-cervical/intracranial injury pattern. Data interpretation was conducted in an interdisciplinary approach.
Results
From 3292 patients treated in this period, we included 1068 patients. E-bikers were significantly older than bicyclists (or motorcyclists) and lay between the other two groups in terms of helmet use. Overall injury patterns of E-bikers resembled those found in motorcyclists rather than in bicyclists. E-bikers had a higher incidence of different cerebral bleedings, especially if no helmet was worn. Helmet protection of E-bikers resulted in a comparable frequency of intracranial bleeding to the helmeted bicyclists.
Conclusion
The overall pattern of head and cervical injuries in E-bikers resembles more to that of motorcyclists than that of bicyclists. As they are used by a more senior population, multiple risk factors apply in terms of complications and secondary intracranial bleeding. Our study suggests that preventive measures should be reinforced, i.e., use of helmets to prevent from intracranial injury.
... Bicycle riders face a higher risk of head trauma compared to motorists [15], and bicycle-related accidents occur due to crashes, rider errors, and environmental hazards. To address this, bicycle accident detection system in [3] utilizes hardware modules with a MARG sensor-based system to measure 24 features related to riding status and falls, achieving a 95.2% accuracy in detecting accidents due to falls during cycling. ...
To enhance the safety of bicycle riders an android mobile application was developed that utilizes real-time audio analysis to detect approaching vehicles and alert the riders when there is a safety issue. The application employs a CNN lite model to detect the presence of the vehicle. The CNN model was trained on a dataset of 0.5-second audio clips of vehicle and non-vehicle sounds. The root mean square value of the audio clip is calculated to figure out the approaching vehicles. Based on the model prediction and the root mean square value of amplitude, the application issues alerts to the user. Three alert levels are defined, ranging from level one for low amplitude to level three for high amplitude. The alert types are audio, visual and vibration. Users can customize and adjust the alert types and threshold values within the predetermined range according to their preferences. The evaluation of the model revealed favourable results, as indicated by low loss and high recall and precision metrics, affirming the efficacy of the model for accurately detecting vehicles. The ability of the model to proactively detect and alert bicycle riders of incoming vehicles, enable the users to take timely actions to prevent potential hazards and positions the application as a crucial and effective lifesaving tool.
... Finally, 24 studies were included in the systematic review. Verbeek et al., 2021;Zmora et al., 2019;Poos et al., 2017;Arbel et al., 2022;Avrahamov-Kraft et al., 2022;Benhamed et al., 2022;Berk et al., 2022;Clough et al., 2023;Eriksson et al., 2022;Gülses et al., 2022;Cicchino et al., 2021;Murros et al., 2022;Stray et al., 2022;Meyer et al., 2022;Spörri et al., 2021;Lin et al., 2020;Verstappen et al., 2020;Blomberg et al., 2019;Tan et al., 2019;Capua et al., 2019;Baschera et al., 2019) Of these, one was found on Embase, five were on PubMed Medline, Berk et al., 2022;Eriksson et al., 2022;Meyer et al., 2022;Capua et al., 2019) Benhamed et al., 2022;Clough et al., 2023;Gülses et al., 2022;Cicchino et al., 2021;Murros et al., 2022;Stray et al., 2022;Lin et al., 2020;Verstappen et al., 2020;Blomberg et al., 2019;Tan et al., 2019;Baschera et al., 2019) None of the studies were found in the Cochrane Library. The full screening and selection process is displayed in Figure 1. ...
... Clough et al., 2023;Cicchino et al., 2021;Meyer et al., 2022) 0.0---14.41 Berk et al., 2022;Clough et al., 2023;Eriksson et al., 2022;Gülses et al., 2022;Cicchino et al., 2021;Meyer et al., 2022;Spörri et al., 2021;Verstappen et al., 2020;Capua et al., 2019) 0.0---18.64 Eriksson et al., 2022;Gülses et al., 2022;Meyer et al., 2022;Spörri et al., 2021;Lin et al., 2020;Verstappen et al., 2020;Capua et al., 2019) % pelvis injuries not reported 0.0 -0.48 Clough et al., 2023;Murros et al., 2022) 0.82---7.36 ...
... Berk et al., 2022;Clough et al., 2023;Eriksson et al., 2022;Gülses et al., 2022;Cicchino et al., 2021;Meyer et al., 2022;Spörri et al., 2021;Verstappen et al., 2020;Capua et al., 2019) 0.0---18.64 Eriksson et al., 2022;Gülses et al., 2022;Meyer et al., 2022;Spörri et al., 2021;Lin et al., 2020;Verstappen et al., 2020;Capua et al., 2019) % pelvis injuries not reported 0.0 -0.48 Clough et al., 2023;Murros et al., 2022) 0.82---7.36 Clough et al., 2023;Eriksson et al., 2022;Murros et al., 2022;Spörri et al., 2021) 7.78---13.43 ...
Background: Electric personal mobility devices (ePMDs) have conquered cityscapes, leading to increased reports of associated injuries. However, it remains elusive whether people who present to an emergency department (ED) after an accident are more severely injured when previously using non-electric personal mobility devices (PMDs) or ePMDs. Methods: PubMed Medline, Embase, and the Cochrane Library were searched until March 7, 2023 (PROSPERO: CRD42021257425). Following PRISMA guidelines, data were independently evaluated by two authors and pooled using a random-effects model. Primary outcomes were injury patterns and severity of PMD-and ePMD-related injuries. Results: The systematic review included 24 studies reporting 843 scooter-, 3,000 e-scooter-, 15,482 bike-, and 5,694 e-bike-related injuries. E-scooter riders had higher odds of head and neck, thorax, and lower extremity injuries, lower odds of upper extremity injuries, and higher odds of surgery than bike riders. E-bike riders had higher odds of spine and lower extremity injuries, higher mean ISS, higher odds of ward and ICU admission, higher odds of surgery, and higher odds of death than bike riders. Conclusions: Riders injured severely enough to present to an ED are more severely injured when previously riding an ePMD. Thus far, legal regulations of ePMD usage vary between states, but mandatory protective gear use is rare. Our study's data supports previous suggestions to demand stricter ePMD usage regulations focusing on rider safety globally. However, it must be noted that age, gender, and driving behavior differed between devices. Observed outcome differences may, in part, be linked to these differences.
... Notwithstanding, comparative studies across two-wheeler categories are rare, even when inspecting different data sources. Meanwhile, the accident studies comparing e-bikes with motorized and non-motorized two-wheelers have not performed regression or predictive analyses so far (Junior et al., 2012;Sporri et al., 2021;Yun et al., 2022). In addition, accident data from police and hospital sources are usually casualty-exclusive due to the accident recording process. ...
... Overall, the accident injury severity of e-bikes was closer to, if not inferior to, that of bicycles. This finding is similar to Sporri et al. (2021), which compared medical data from e-bikes with motorcycles and bicycle riders. This conclusion implies that, although usually used in an electric-driven manner, e-bikes with the limitations set by the New National Standard do not pose as great a risk of accidental injury to riders as motorcycles. ...
This study aims to compare the accident injury severity of e-bikes with that of other types of two-wheelers based on accident data and to analyze the factors influencing them. Using 1015 police accident records from Zhangjiakou City in 2020 and 2021, the accident injury severity of e-bikes was firstly compared with that of other two-wheelers based on five levels of accident injury severity classified according to the records. Two ordered Probit regression models were secondly used to compare the factors influencing the accident injury severity of e-bikes with that of other two-wheelers and the magnitude of their effects. At the same time, the contributions of each influential factor to the degree of accident injury of two-wheelers were estimated with the assistance of classification trees. Results show that e-bikes are closer to bicycles than motorcycles in terms of injury severities and the factors influencing them, in which the factors "accident configuration," "division of responsibility for the accident," and "collision with a heavy vehicle or four-wheeled vehicle" are significant. Based on the findings, potential measures are suggested to reduce e-bike accident casualties, such as improving rider education, ensuring speed limit enforcement, promoting safety equipment wearing, and making road design friendly to non-motorized and elderly riders. The results of this study can provide an essential reference for traffic management and rider education measures on e-bikes.
... These findings are concordant with the findings of a single-institution pediatric study conducted in Israel, which demonstrated higher ISS and more frequent loss of consciousness among injured e-bike riders compared to pedal bike riders [16]. However, a single-center study conducted in Switzerland reported that e-bike injury patterns were similar to those observed for pedal bicycles but not motorcycles [17]. In addition, DiMaggio et al. found that rates of concussion and fracture across all age groups were higher for bicycles compared to e-bikes; however, the study notes that rates of internal injury were greater for e-bikes than for pedal bicycles [7]. ...
Purpose:
Electric bicycles (e-bikes) achieve higher speeds than pedal bicycles, but few studies have investigated the impact on injury rates specific to the pediatric population. Utilizing the National Electronic Injury Surveillance System (NEISS), we compared rates of pediatric injury for e-bikes, bicycles, and gas-engine bicycles (mopeds) from 2011 to 2020.
Methods:
Descriptive and bivariate inferential analyses were performed upon NEISS estimates of e-bike, bicycle, and moped injuries in children aged 2-18 years. Analyses were stratified by patient age and helmet usage. The Mann-Kendall test of trends was used.
Results:
We identified 3945 e-bike, 23,389 moped, and 2.05 million bicycle injuries. Over time, the incidence of injury increased for e-bikes (Kendall's τ=0.73, p = 0.004), decreased for pedal bicycles (Kendall's τ= - 0.91, p = 0.0003), and did not change for mopeds (Kendall's τ = 0.06, p = 0.85). Males accounted for 82.5 % of e-bike injuries. The age group most commonly affected by e-bike injury (44.3 %) was 10-13 years old. The proportion of injuries requiring hospitalization was significantly higher for e-bikes (11.5 %), compared to moped and bicycle (7.0 and 4.8 %, respectively, p < 0.0001). In cases where helmet use or absence was reported, 97.3 % of e-bike riders were without a helmet at the time of injury, compared to 82.1 % of pedal bicycle riders and 87.2 % of moped riders.
Conclusions:
The rate of pediatric e-bike injuries increased over the study period. Compared to riders on pedal bicycles or mopeds, children on e-bikes had infrequent helmet use and increased rate of hospitalization. These findings suggest that attention to e-bike safety and increasing helmet usage are important to public health among the pediatric population.
Level of evidence:
IV.
... Portanto, as bicicletas elétricas se apresentam como alternativa às bicicletas convencionais. (Spörri et al., 2021) A bicicleta elétrica está equipada com um motor, geralmente montado na roda traseira. Sua grande vantagem é que roda silenciosamente e permite que o ciclista pedale facilmente em condições difíceis, como subidas íngremes e estradas rurais. ...
A minimum amount of weekly physical activity is advised by the World Health Organization in able to produce significant effects on people's health. Aside from running, weightlifting, and soccer, cycling ranks as the fourth most popular form of physical activity in Brazil. However, during the past decade, the number of cyclists has increased at the highest rate. At the same time as cycling's prominence in urban mobility processes is growing, there hasn't been much progress in advancing the use of bicycles as a more secure, effective, and comfortable physical activity promotion tool among the public. This academic project aims to show the value of some actions that influence people's decisions about whether to use bicycles for transportation or leisure activities, as well as to advance urban planners' and mobility experts' efforts toward the creation of programs that encourage people to ride their bicycles in order to be physically more active, have better health, and live longer.
... With an increasing number of e-bikes on public streets, the incidence of e-bike-related traumatic injuries has also risen [5]. A recent study by our study group showed that the injury pattern of e-bike accidents is more similar to bicycle accidents than motorcycle accidents [6]. Other studies have shown similar results, reporting increased injury severity and hospitalization rates and times, respectively, in e-bike accidents compared to conventional bicycle accidents [7][8][9]. ...
... A graduation of injury severity is assumed, where we expect the most severe injuries in the motorcycle group, followed by the e-bike group, and finally the bicycle group. Thus, the aim of this study was to assess differences in the severity and location of injuries to the lower extremities after accidents with bicycles, electric bicycles, and motorcycles as part of a subgroup analysis of the aforementioned study [6]. ...
... Patients were included in this study if they were treated after a traffic accident that involved an e-bike, bicycle, or motorcycle. Further details on patient recruitment and inclusion and exclusion criteria of the baseline population have been published previously [6]. ...
Electric bicycles (e-bikes) have gained enormous popularity in recent years, and as a result, they have successively become more involved in traffic accidents. The aim of the present study was to assess differences in severity and localization of injuries to the lower extremities after accidents with e-bikes, conventional bicycles, and motorcycles. A retrospective cohort-analysis of patients who sustained traumatic accidents with two-wheeled vehicles transferred to a level 1 trauma centerin Switzerland was performed. We assessed patient demographics, injury pattern, and trauma severity (ISS), with a subgroup analysis of outcomes stratified by vehicle. In total, 624 patients (71% male) with injuries to the lower extremities after bicycle (n = 279), electric bike (n = 19), and motorcycle (n = 326) accident were included. The mean age of all assessed patients was 42.4 years(SD 15.8), with a significantly higher age in the e-bike cohort (p = 0.0001). High-velocity injuries were
found significantly more often in the motorcycle and e-bike group. The motorcycle group had a significantly higher mean ISS (17.6) than the other groups (p = 0.0001). E-bike accidents produce a different injury profile to the lower extremities compared to motorcycle or bicycle accidents. Higher age, higher velocity, and different protective equipment seem to have an impact on these fracture patterns.
... The force of an impact is easier to measure via damage to a car than via damage to a bicycle. As demonstrated in the work by Spörri E. et al. (2021), it is important to determine the speed and track for a reliable assessment of the risk of death [5]. Modern technological solutions provide users with e-bikes and e-scooters (electric vehicles) to reach higher speeds, which carries serious risks. ...
... The force of an impact is easier to measure via damage to a car than via damage to a bicycle. As demonstrated in the work by Spörri E. et al. (2021), it is important to determine the speed and track for a reliable assessment of the risk of death [5]. Modern technological solutions provide users with e-bikes and e-scooters (electric vehicles) to reach higher speeds, which carries serious risks. ...
Introduction:
Single-track vehicles (including, among others, scooters, bicycles, mopeds, and motorcycles) are becoming increasingly popular means of transport, especially in large cities. A significant disadvantage of single-track vehicles is the low level of protection of users' bodies during road accidents, which causes life-threatening injuries. The aim of this study is to characterize the injuries of users of single-track vehicles.
Material and methods:
An analysis of medical documentation of the ambulance service in the region of central Poland covered cases in 2019-2020. Out of 17,446 interventions, a group of 248 road incidents involving single-track vehicles was selected. The data included the scene of the event, the sociodemographic data of the casualties, the injuries suffered, and the clinical diagnoses. Analyses of the correlation of variables with the chi-squared and Spearman's Rho tests were applied. All results were considered significant at p < 0.05.
Results:
In the analyzed period, trips of men accounted for 83.5% of all of the interventions (n = 207), while trips of women accounted for 16.5% (n = 41). The mean age of the victims was 45.66 years (SD ± 20.45). Taking into account the division of single-track vehicles, individual cases were recorded with the participation of bicycles (n = 183), motorcycles (n = 61), and scooters (n = 4). Taking into account the type of event, the following were distinguished: deductions (n = 62), falls (n = 179), and sickness (n = 7). The most common injuries were to the heads of cyclists (n = 101, which constitutes 55.19% of all injuries), lower limb injuries in motorcyclists (n = 35; 57.38%), and head injuries in scooter users (n = 3; 75%). The locations of sustained injuries significantly correlated with the type of vehicle in the cases of head injuries (p = 0.046), spine/back injuries (p = 0.001), pelvis injuries (p = 0.021), and lower limb injuries (p = 0.001).
Conclusions:
The users of single-track vehicles injured in road accidents were more often men than women. The characteristics of the injuries depended on the type of vehicle. The lack of adequate body protection significantly increases the likelihood of death or damage to health. It is advisable to promote safety rules among users of single-track vehicles, with a particular emphasis on the protection of individual parts of the body.
... Implementation of preventive strategies will help reduce incidental injury and improve children's survival rates and health, which is vital to avoid far-reaching impacts on children's prospects and their parents' livelihood (1)(2)(3)(4). Today, electric bikes (e-bikes) are widely available (5,6); however, its higher traveling speed may increase the risk of accidents and the severity of injury (6)(7)(8)(9)(10)(11). Herein, we describe a rare case of a girl who suffered an e-bike-related severe blunt liver injury complicated by delayed massive hemobilia. We discuss the diagnosis and management of severe blunt liver injury associated with delayed life-threatening hemobilia in the pediatric population and review the literature in the English language from the Pubmed database. ...
... Based on the age-specific characteristics of children, a multidisciplinary team, especially experienced interventional radiologists, is vital for the diagnosis and management of this rare but life-threatening condition to achieve a good outcome (18,20,37). Moreover, the management of e-bike-related injuries should not be underestimated in the pediatric population (5,8,9). Preventive measures, such as the promotion of safety devices and safety education, should be taken to reduce unintentional injuries among children. ...
Introduction
Unintentional injuries remain a leading cause of disability among children. Although most of the pediatric patients suffering blunt liver injury can be successfully treated with non-operative therapy, the diagnosis and management of delayed life-threatening hemobilia following severe blunt liver injury, especially in the pediatric population, remain a challenge for clinicians.
Case Presentation
A previously healthy 2-year-old girl suffered a severe blunt liver injury related to an electric bike, which was inadvertently activated by herself. She initially received non-operative therapy and was in a stable condition in the first 2 weeks. On the 16th and 22nd postinjury days, the patient presented with life-threatening massive hemobilia, which was confirmed via repeat emergent gastroscopy and hepatic arterial angiography. An emergency selective transarterial embolization of the involved branch of the left hepatic artery was successfully performed. The patient recovered uneventfully, and long-term follow-up was needed owing to a mild dilatation of the left intrahepatic bile duct.
Discussion
Incidental injury in children should be considered as a major public health issue and preventive measures should be taken to reduce its occurrence. Delayed massive hemobilia after severe blunt liver trauma is rare, and its accurate and timely diagnosis via emergency hepatic arterial angiography and selective angioembolization may allow prompt and optimal management to achieve good outcomes in the pediatric population.
... Although several earlier studies reported similar findings concerning higher injury severity among e-bikers [9,11,[14][15][16][17], little to no difference in the severity of injuries between the groups was detected in other studies [10,11,18,19]. A positive correlation has been observed between increasing age and injury severity in e-bikers [11,[20][21][22]. ...
... A positive correlation has been observed between increasing age and injury severity in e-bikers [11,[20][21][22]. Furthermore, Verstappen et al. and Spörri et al. reported that e-bikers were not only older but had more comorbidities than conventional bikers [17,18]. In our study, the type of care provided at our institution (Level II trauma center) limited the extent and severity of the cases included in the analysis. ...
Abstract Background As electric bicycles (e-bikes) become increasingly popular, reports of injuries associated with e-bike usage are also rising. Patterns, characteristics, and severity of injuries following e-bike crashes need further investigation, particularly in contrast to injuries from conventional bicycle crashes. Methods This prospective observational study included 82 patients treated at a Level II trauma center for injuries resulting from an electric or conventional bicycle crash. Data were collected over one year (05.09.2017–19.09.2018) during in- and outpatient visits. A study-specific case report form was used to identify the bicycle type, cycling behavior (e.g., use of a helmet, safety gear, alcohol), and circumstances of the crash (e.g., road conditions, speed, cause of the incident, time of day, season). Additional information about patient demographics, treatment, and injury characteristics, such as the Injury Severity Score (ISS) and body region injured, were documented. Results were analyzed using chi-square, Fisher’s exact, or Wilcoxon tests. Simple logistic or linear regression models were used to estimate associations. Results Of the 82 patients, 56 (67%) were riding a conventional bike and 27 (33%) were using an e-bike. Most incidents were either single-bicycle crashes (66%) or automobile collisions (26%), with no notable difference in prevalence rates between groups. Although a higher proportion of conventional bikers were male (67% vs. 48%), the difference was not significant. E-bikers were older (median 60 years (IQR 44–70) vs. 45 years (IQR 32–62); p = 0.008), were hospitalized more often (48% vs. 24%, p = 0.025), and had worse ISS (median 3 (IQR 2–4) vs. 1 (IQR 1–3), p
