Electric Scooter Use Research Articles

Electric Scooter-Related Injuries: A New Epidemic in Orthopedics.

Background: The use of electric scooters has increased considerably as they are an accessible means of transportation. The number of injuries from falls and collisions has risen significantly. Therefore, the aim of the study was to describe demographics injury patterns of electric scooter accidents produced over one year. Methods: A prospective observational study of electric scooter- related injuries presented in the emergency room from May 2019 until May 2020. The inclusion criteria was based on the direct cause of injury produced while an electric scooter was in use. Demographic data, the use of a helmet or the lack thereof, accident mechanism, injury time, type of injury produced, and the treatment applied were collected. Results: Over the study period, 397 patients were identified with a total of 422 injuries. The mean age was 30.8 years, with 12.6% of patients being minors. The patients mainly presented in evening hours and in summertime at the emergency department. Of the total injuries seen, 46.9% were fractures. Some 25% of the total cases required surgery. Only 19% of the riders wore a helmet at the time of the accident. Most of the fractures were to the upper limbs (62.6%). There was a greater incidence of radius fractures. Conclusion: Injuries incurred while using electric scooters are an emerging phenomenon, despite existing regulations. In this study, most injuries occurred in young men and were due to falls from the vehicle. Nearly half of those injuries were fractures to the upper limbs. Surprisingly, 50% of the fractures required surgery.

Increasing Incidence of Hand and Distal Upper Extremity Injuries Associated With Electric Scooter Use

Electric scooters (e-scooters) have seen an increase in popularity in cities across the United States as a form of recreation and transportation. The advent of ride-sharing applications allows anyone with a smartphone to easily access these devices, without any investment or experience required. In this study, the authors analyze scooter-related injuries of the hand and upper extremity. The National Electronic Injury Surveillance System (NEISS) was queried to look for injuries related to the use of e-scooters between 2010 and 2019. Data collected included demographic information, the location of the injury, the injury diagnosis, and disposition. National estimates (emergency room visits in the United States) were calculated using the weight variable included in the NEISS database. Miscoded reports were excluded. As a corollary, Google Trends data were utilized to establish a correlation between e-scooter-related injuries and the relative number of e-scooter hits on the Google search engine. From 2010 to 2019, there were 730 e-scooter-related injuries reported to the NEISS database. This corresponds to an estimated 26,412 injuries nationally during this time period. The incidence of scooter-related injuries increased by over 230% (2,130 national injuries in 2010; 7,213 national injuries in 2019; relative difference 5,083). Injuries most commonly occurred in patients aged 10 to 18 years (30.3%). The most frequent site of injury was the wrist (41.9%). The most common injury diagnosis was fracture (55.3%). Additionally, there was a correlation between the number of Google Trends e-scooter hits and the number of injuries during this time period. The incidence of e-scooter-related upper extremity injuries increased dramatically in the United States between 2010 and2019. As novel e-scooter-sharing apps become increasingly popular, it is imperative that users are educated about the risk of injury and that use of proper protective equipment is encouraged.

Safety And Risk Factors Associated With Electric Scooter Use Globally: A Literature Review

Electric kick scooters (e-scooters) are a form of micro-mobility devices that have been implemented in city streets worldwide as a viable travel solution. E-scooter companies have launched in over 100 U.S cities and various international cities, including Paris, Berlin, London, Rome, Madrid, Singapore, Auckland, Tel Aviv, and Brisbane. On January 1st 2020, Ontario launched its pilot program to permit e-scooters onto provincial roads. Due to the implementation and recent growth of this new technology, it is important to evaluate what is already known about e-scooter use and what remains to be discovered. We conducted a literature review to understand the general prevalence of e-scooter usage, common injury patterns, demographics of patients commonly involved in e-scooter injuries, and risk factors associated with injuries. We also sought to understand the current legislation surrounding e-scooter use in Ontario, other provinces across Canada, and other countries. Common injuries included: extremity fractures, facial fractures, lacerations and head injuries (including concussions and intracranial hemorrhages). Most commonly injured riders were men between 20- 40 years old, and our findings indicate that limited helmet use and acute alcohol intoxication may contribute to e-scooter injuries. These findings can help to direct future research questions and prepare primary care and emergency room physicians for the potential surge in e-scooter use here in Ontario, Canada.

Pediatric injuries related to electric scooter use: a national database review.

Electric scooter (e-scooter) use and resulting injuries have grown exponentially since expansion into ridesharing in 2017. No study has described pediatric e-scooter injuries and focused on their impact in an adolescent cohort. Our primary purpose was to describe the epidemiology of admitted pediatric e-scooter injuries and compare them with existing literature on adults. We queried the National Electronic Injury Surveillance System for e-scooter injuries between 2015 and 2019 in patients 0-18 years old. Injuries caused by an e-scooter to a nonrider were removed. Patients admitted to the hospital were analyzed and weighted national estimates were calculated. A P value of <0.05 was considered significant. Nine hundred and two pediatric patients were treated for an e-scooter injury at an emergency department (ED) between 2015 and 2019. Among those admitted (n = 47), 72.3% were men, and the average age at injury was 11.3 years. Among all injuries (n = 56), the most common diagnosis was fracture (24/56, 42.9%). The 19% (9/47) of patients that experienced polytrauma were significantly older than those with single injuries (P < 0.001). ED admissions grew by 616% from 2017 to 2018. Children experience a greater rate of fractures and polytrauma from e-scooters compared to adults, but fewer facial injuries despite a similar rate of head trauma. The incidence of pediatric head injuries indicates a lack of helmet use similar to adults. Lawmakers should consider bolstering e-scooter regulations to decrease pediatric injuries.

Head and Neck Injuries and Electronic Scooter Use in the United States.

To quantify electric scooter injuries encountered in United States emergency departments, focusing on the head and neck, to understand the safety impact of these scooters to improve safe usage. Retrospective cross-sectional study from January 2009 to December 2019 of patients presenting to United States emergency departments with electric scooter injuries collected from a national database. About 2,823 cases of injuries were related to electric scooter use from January 2009 to December 2019. Stratified weighted counts and incidence rates were estimated for injury characteristics. Piecewise linear regression quantified the yearly change in incidence of injuries before and after introduction of rideshare programs. The estimated national total of electric scooter cases from 2009 to 2019 was 103,943 (95% CI: 79,650-128,237). Incidence grew in 2019 to 8.63 cases per 100,000 person-years from 4.46 in 2018 to 2.42 in 2017. Head and neck injuries represented 28.5% of total injuries (weighted estimate=29,610). The most common age group of head and neck injuries before 2018 was ≤17 years, but injuries in 18- to 44-year-olds grew significantly to become the most injured group in 2018 to 2019 (P < .001). From 2009 to 2017, incidence of head and neck injuries fell by 0.02 cases per 100,000 person-years, but cases grew by 1.22 cases per 100,000 person-years post-2017 (P < .001). Injuries following the launch of rideshare electric scooter programs increased significantly, especially in patients 18 to 44 years of age. Head and neck injuries represent many of these injuries. User safety education must be addressed to prevent injury as programs become more pervasive in the United States. 2 Laryngoscope, 131:E2784-E2789, 2021.

Emergency department visits in Reykjavik for electric scooter related injuries during the summer of 2020

Electric scooters have become popular in Iceland. The aim of the current study was to gather data on the incidence, causes, and severity of injuries due to the use of electric scooters in the Reykjavik area during the summer of 2020. MATERIAL AND METHODS: Individuals presenting to the Emergency Department (ED) at Landspitali between June 1 and August 31 were asked about the location and cause of accident, use of protective equipment, and use of recreational drugs and alcohol. Diagnosis and treatment data was gathered from hospital records. RESULTS: During the study period, 149 individuals presented with electric scooter injuries,on average 1.6/day. Patients' age ranged between 8 and 77 years, and 45% were younger than 18 years of age. In 60% of cases the cause of accident was that the patient was riding too fast, lost balance, or uneven road surface. Seventy-nine percent of children reported using a helmet, compared to only 17% of adults. No children reported having been under the influence of alcohol or recreational drugs at the time of the accident, compared to 40% of adults who reported that they were intoxicated. Fractures were diagnosed in 38% of patients, 6% needed hospital admission, but no patient suffered serious injury. CONCLUSION: During the summer of 2020, one to two individuals were injured daily in the Reykjavík capital area while using electic scooters, but no serious injuries occurred. Preventive measures to decrease injury rate from the use of electric scooters should focus on infrastructure, encourage helmet use, and education on the risk of injury associated with operating electric scooters while intoxicated.

Orthopedic injuries associated with use of electric scooters in the UK: A dangerous trend? Case series and review of the literature

Background Electric scooters (e-scooters) are becoming increasingly common in major urban areas worldwide. Cities in some countries have even piloted programmes to promote their use to reduce general vehicular traffic. There have, however, been widespread media reports outlining concerns about their safety. We decided to investigate these concerns by reviewing the records of patients who presented to our center, a Level 1 Major Trauma Center in the United Kingdom, with orthopedic injuries associated with e-scooter use. Methods We reviewed the electronic medical records of all patients who presented to our center from January 2018 to January 2020 with e-scooter associated fractures. Demographic, injury, and surgical data were collected to characterize the types of e-scooter-related fractures and to investigate the frequency of such injuries over the duration of our search. A literature review of MEDLINE and EMBASE was performed to investigate specifically orthopedic injuries caused by electric scooter use. Results Six patients were identified (3 male, 3 female; mean age 35.43 years) who had sustained a variety of injuries. The presentation and clinical outcomes are presented. Three patients required operative management, and three patients were managed conservatively. Conclusion This case series demonstrates an increasing frequency of significant orthopedic injury associated with e-scooter use treated at our center over the course of two years. This small series highlights an important problem given that this increase has occurred despite electric scooter usage in public spaces being illegal. Legalization might result in further increase in the incidence of injury.

Epidemiology of Fractures Sustained During Electric Scooter Accidents: A Retrospective Review of 563 Cases.

The use of electric scooters (e-scooters) has dramatically increased as they become an attractive alternative for public transportation in busy metropolitan areas worldwide. Despite their benefits, e-scooters challenge the health-care system with poorly understood forms of injuries, mainly orthopaedic fractures. To our knowledge, this study is the first to investigate e-scooter-related orthopaedic fracture patterns, mechanisms of injury, and management. Data on 3,331 e-scooter-related admissions were retrospectively collected between May 2017 and February 2020 in a level-I trauma center. These admissions were analyzed for demographic variables, orthopaedic fracture diagnosis (using the AO/OTA classification), associated injuries, and surgical treatment. During the study period, a total of 716 fractures were diagnosed in 563 patients, with 46.4% of the patients requiring hospitalization. Of 492 upper-limb fractures, 89.2% occurred in a rider fall mechanism; and of 210 lower-limb fractures, 15.7% occurred in rider-vehicle collisions. Fifty-nine percent of long bone fractures were complex fragmentary and/or intra-articular fractures. Orthopaedic surgeons recommended that 225 fractures undergo surgical treatment. The most common upper-limb fracture was AO/OTA class 2R1A, with open reduction and internal fixation of the distal part of the radius being the most common upper-limb procedure (n = 58). The most common lower-limb fracture was AO/OTA class 41C, with open reduction and internal fixation of the proximal part of the tibia being the most common procedure (n = 28). A total of 22 patients (3.9%) required reoperation within 1 year. This investigation provides unique information on demographic characteristics, patterns, and treatment of orthopaedic fractures secondary to the high-energy mechanism of e-scooter injuries. These new in-depth data are important, first, for health-care system preparedness with regard to management and resource allocation to treat these challenging injuries and, second, for legislators promoting safety and injury prevention strategies.

Trends in Craniofacial Injuries Associated with the Introduction of Electric Scooter Sharing Services

Electric scooters are an increasingly common and convenient mode of transportation worldwide and have effectively revolutionized the shared micromobility industry. As electric scooter sharing companies have increased in popularity there has been a concomitant increase in the frequency of all electric scooter-related injuries. The purpose of this study is to describe the most up-to-date trends in craniofacial fractures and lacerations related to electric scooter use among all age groups. We queried the National Electronic Injury Surveillance System (NEISS) for craniofacial fractures and lacerations related to e-scooters between 2010 and 2019. We then compared injury trends over time and between time periods before and after 2017 when electric scooter share apps revolutionized micromobility. We compared incidence of injury overall and by day of the week, patient demographics, and case severity based on clinical disposition. We identified an increase in the frequency of craniofacial lacerations and fractures in the 3 years following the introduction of electric scooter share services in 2017 (2017 and 2019), compared to the 3 years before this time (2014-2016). Young adults (18-39 years) were the age group with the greatest interval increase in craniofacial injuries. There was also an increase in number of craniofacial injuries occurring on Mondays and a decrease number occurring on Fridays in the later time period. Finally, patients who presented with electric scooter-related craniofacial injuries in this later time period showed a higher frequency of overnight observation and hospital admission for their injuries. The number of craniofacial injuries secondary to electric scooter use has increased dramatically since the introduction of share services. Craniofacial fractures and lacerations are a common reason for craniofacial or maxillofacial surgery consultation and understanding these patterns of injury will help prepare surgeons for patient care, preventative education, and public advocacy.

Electric scooter vs. motorcycle injuries – little toys with an underestimated impact

Abstract Introduction: The study weighs the impact of accidents involving electric scooters and motorcycles, its main purpose being that of showing the injuries produced by the use of electric scooters. Materials and method: The retrospective study was conducted in the Emergency Unit of the University Emergency Hospital Bucharest, Romania, between 01.06.2020 and 30.09.2020, by analyzing the data from the presentation sheets and the hospital database. It followed and compared a total of 55 cases, out of which 29 patients were involved in motorcycle accidents, and 26 patients were involved in electric scooter accidents, by number, age, sex, imaging investigations, severity of injuries, hospitalization days, and the treatment of discharged patients. General data about the number of analyzed presentations was extracted and compared to similar data from the same period of the year 2019. Results: The study showed an increase in presentations due to electric scooter accidents. Also, most of the injuries in both types of accidents are musculoskeletal (96.5% in motorcycle accidents and 84.61% in electric scooter accidents), and the percentage of discharged patients who needed immobilization by various orthopedic devices was higher in electric scooter accidents (34.8%) than in motorcycle accidents (26%). Discussions: The study was conducted in the middle of the COVID-19 pandemic, in an atypical situation, due to regulations imposed by the authorities. Conclusion: There was an increase in the use of electric scooters in the summer of 2020, which resulted in an increased number of mainly orthopedic injuries, and implicitly of immobilization for discharged patients, underestimated by the population, as protective equipment is not mandatory for people aged over 16 years.

Emergency department visits resulting from electric scooter use in a major southeast metropolitan area.

To determine the frequency, characteristics, and resource use related to the emergency department (ED) encounters resulting from electric scooter use in a major metropolitan area. This Institutional Review Board-approved study was conducted at a four-hospital healthcare system. Our clinical data warehouse was retrospectively searched from 5/3/2018 (the date electric scooters were introduced) through 8/15/2019 for various forms of the word "scooter" in triage notes. Demographic variables, arrival mode, length of stay, disposition, and resource utilization, including diagnostic radiology, were extracted. Over the 471-day study window, 293 unique patients presented with e-scooter injuries (0.62 mean ED visits/day). When broken down into 8-h periods, there was a significant increase (p = 0.048) from Friday after 5 PM through Sunday night. Thirty-two percent of patients arrived at the ED during (newly enacted at the time of study) nighttime e-scooter ban hours (9 PM-4 AM). There was a range of one to nine diagnostic radiology examinations per patient, with 100% (293) of patients receiving at least one diagnostic radiology examination. A total of 710 diagnostic radiology examinations were performed on the entire cohort (mean 2.4 per patient): 77.2% (548) were radiographs and 22.1% (157) were computed tomography (CT). ED visits resulting from electric scooter injuries are common and increasing. E-scooter injury patients disproportionately present on evenings and weekends, possibly exacerbating already busy periods in the ED. Healthcare resource needs and availability should be considered when developing policy about electric scooter use and distribution, particularly involving emergency care providers in close proximity to e-scooter distribution centers.

Electric Scooter Orthopaedic Injury Demographics at an Urban Level I Trauma Center.

This study highlights demographics and orthopaedic injuries of electric scooter-related trauma that presented to our institution over a 27-month period. Retrospective review. Urban Level 1 trauma center. Patients presenting to the emergency department, trauma bay, or outpatient clinic after electric scooter injury were identified from November 2017 through January 2020 using ICD-10 diagnosis codes. Patient charts were reviewed for demographics, injury characteristics, imaging, treatment, perioperative data, and Injury Severity Scores. Four hundred eighty-five patients presented during the study period. Of these, 44% had orthopaedic injuries, including 30% with pelvis or extremity fractures. There were 21 (10%) polytraumatized patients in the orthopaedic cohort. The age ranged from 16 to 79 years (average 36 years), with 58% men, and 18% were visitors from out of town. Of 49 patients requiring orthopaedic surgery, 8 underwent surgery on an urgent basis. The average Injury Severity Score for orthopaedic patients was 8.4 with a median of 5.0 for nonoperative injuries versus a significantly higher median of 16.0 for operative injuries. Twenty-nine percent of patients were intoxicated and only 2% wore a helmet. Electric scooter injuries are increasing, and many patients sustain high-energy injuries. As electric scooter use continues to increase, the prevalence of orthopaedic injuries is also likely to rise. Further studies are needed to fully understand the impact scooter-related injuries have on individual patients and the health care system. Prognostic Level IV. See Instructions for Authors for a complete description of levels of evidence.

ELECTRIC SCOOTERS - URBAN SECURITY CHALLENGE OR MORAL PANIC ISSUE -

Triggered by the widespread use of electric scooters in Serbian cities, the authors conducted an empirical research of media discourses in terms of their use and the influence they have on the various aspects of wellbeing in the urban environment. Among other, the authors explore the relation between the use of electric scooters and urban security challenges as seen by newspapers, as well as the lens of the Twitter community in Serbia. Through the identification of the main topics represented in both newspapers and Twitter posts, the ways and tones in which the topics have been addressed, as well as arguments provided to support the publicly expressed attitudes, this paper provides both the quantitative and qualitative analysis of data, attempting to give an answer to whether the use of electric scooters could be considered an urban security challenge or just another issue causing moral panic.

Injury from electric scooters in Copenhagen: a retrospective cohort study

ObjectiveTo analyse injuries related to manual and electric scooter use from January 2016 up to and including July 2019.SettingElectric scooter rental services were launched in Denmark in January 2019. The...

Injuries Associated With Standing Electric Scooter Use

Since September 2017, standing electric scooters have proliferated rapidly as an inexpensive, easy mode of transportation. Although there are regulations for safe riding established by both electric scooter companies and local governments, public common use practices and the incidence and types of injuries associated with these standing electric scooters are unknown. To characterize injuries associated with standing electric scooter use, the clinical outcomes of injured patients, and common use practices in the first US metropolitan area to experience adoption of this technology. This study of a case series used retrospective cohort medical record review of all patients presenting with injuries associated with standing electric scooter use between September 1, 2017, and August 31, 2018, at 2 urban emergency departments associated with an academic medical center in Southern California. All electric scooter riders at selected public intersections in the community surrounding the 2 hospitals were also observed during a 7-hour observation period in September 2018. Incidence and characteristics of injuries and observation of riders' common use practices. Two hundred forty-nine patients (145 [58.2%] male; mean [SD] age, 33.7 [15.3] years) presented to the emergency department with injuries associated with standing electric scooter use during the study period. Two hundred twenty-eight (91.6%) were injured as riders and 21 (8.4%) as nonriders. Twenty-seven patients were younger than 18 years (10.8%). Ten riders (4.4%) were documented as having worn a helmet, and 12 patients (4.8%) had either a blood alcohol level greater than 0.05% or were perceived to be intoxicated by a physician. Frequent injuries included fractures (79 [31.7%]), head injury (100 [40.2%]), and contusions, sprains, and lacerations without fracture or head injury (69 [27.7%]). The majority of patients (234 [94.0%]) were discharged home from the emergency department; of the 15 admitted patients, 2 had severe injuries and were admitted to the intensive care unit. Among 193 observed electric scooter riders in the local community in September 2018, 182 (94.3%) were not wearing a helmet. Injuries associated with standing electric scooter use are a new phenomenon and vary in severity. In this study, helmet use was low and a significant subset of injuries occurred in patients younger than 18 years, the minimum age permitted by private scooter company regulations. These findings may inform public policy regarding standing electric scooter use.

Assessment of the behavior and characteristics of electric scooter use on islands

The cost and stability limitations associated with traditional energy forms, the habits and traditions of residents, and the institution of green policies to mitigate greenhouse emissions are strong incentives to utilize electrical scooters as an alternative form of transportation on islands. The present study originated based on Penghu's low carbon island policy; it assesses the applicability and feasibility of this policy by analyzing both residents' behavior and the electric scooter use characteristics. At present, there are approximately 3,500 electric scooters in the Penghu region. The government has set up 332 charging columns at 27 key locations to facilitate the charging of these scooters. This study adopts a distinct count analysis and drill down methods to identify the characteristics of users' charging behaviors, as well as to understand the optimal placement and numbers of charging columns, users' charging time, and frequency of usage. This study also classifies users into one of three types: “one-time charging,” “repeat charging,” and “high-frequency charging”. Electric scooters in this study have an eco-efficiency of US$309 ($/ton-CO2e), and are able to achieve carbon dioxide equivalent reductions of 5.1 (ton-CO2e/p.a.). The eco-efficiency and charging duration (CD) reductions may improve confidence in the usage of electric scooters, mitigating user concerns about running out of power while on the road. The analytic results of the drill down method and web node provide decision makers with an important reference point that may be useful when setting up additional charging facilities or making changes to current ones.

Estimation of the state-of-charge of lead–acid batteries used in electric scooters

The use of electric scooters is being advocated by the government of Taiwan. An accurate indication of the state-of-charge (SoC) of the battery (lead–acid) is essential to let the driver of the electric scooter know exactly the residual amount what amount of usable capacity. This will result in greater confidence in using the electric scooter, and prevents the driver from becoming stranded with an inoperative machine. The basic idea of this study is to derive a mathematical model that describes the battery voltage as a function of discharge current and depth-of-discharge (DOD). The parameters of this model are identified in real time. Then, the SoC is estimated by means of the Newton–Raphson (N–R) method. The proposed algorithm enables the estimated SoC to be adjusted for changes in the behaviour of the battery. The effectiveness of the proposed method is verified using field-test data obtained from driving an electric scooter on various routes. The results show that the adopted method improves the accuracy in estimating the battery of SoC.

Preliminary Evaluation of Electric Scooter Related Problems in Continuing Care Retirement Communities (CCRC)

Electric Scooters are assistive devices that have been well received by the older adult population (65 years and older). The increase in usage of these scooters is causing a number of problems for Continuing Care Retirement Communities (CCRC) that allow residents to operate them within their facilities. Due to a lack of literature addressing the use of electric scooters, interviews were conducted with three Kansas CCRC s and secondary data sources were analyzed to begin identifying the problems associated with the use of electric scooters. A number of important issues surrounding the use of scooters in CCRC facilities were identified including: 1) an apparent discrepancy between the problems identified in government databases and those reported by staff at CCRC facilities, 2) limited or non-existent driver training and education, 3) the misuse of scooters by drivers, and 4) an incompatibility between the scooters design and the target population.

A viable niche market—fuel cell scooters in Taiwan

Taiwan is a place marketed by intensive scooter use because of limited space and transportation habits. Because internal-combustion-engine scooters cause serious environmental pollution, the Environmental Protection Administration (EPA), Government of the Republic of China, executes policies—such as the strict exhaust standard, “Electric Motorcycle Development Action plan”—and provides a subsidy for purchasing electric scooters. The main objective of the EPA has been to encourage the use of electric scooters and gradually weed out the highly polluting engine scooters. However, the policies have not worked well because of the poor performance of lead–acid or nickel–hydrogen batteries as well as the lack of recharge stations. Therefore, consumers have not been willing to purchase electric scooters. To overcome the problems of battery powered electric scooters, producers have been working to apply fuel cell technology. This paper will discuss the current situation of battery powered electric scooters under the Taiwan government's supports, as well as the expected development of fuel cell scooters in view of commercial aspects, such as economics, consumer demand, niche markets and government intervention. In order to integrate the development of fuel cell technology with the capabilities of industry, government, and academic research, the Taiwan Institute of Economic Research (TIER) is organizing the Taiwan Fuel Cell Partnership (TFCP). Among the projects of the TFCP, promoting fuel cell scooters is the most important in the beginning phase. Furthermore, in alliance with associates, TIER is planning to hold a demonstration program of fuel cell scooters on Green Island, an islet close to Taiwan. Hopefully, fuel cell scooters will be commercialized in 2004. Taiwan is one of the world's major producers of engine scooters. There are over 18 million scooters sold in Asia every year. Taiwan is now making an effort to apply new technology for developing fuel cell scooters. In addition to eliminating the pollutants made by engine scooters in Taiwan, the fuel cell scooters should be promoted to the huge scooter market in Asia.